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Page 

IT 

1 

2 

3 

4 

5 

6 

7 

8 

9 

14 

16 

20 

24 

26 

28 

32 

34 

38 

40 

42 

44 

60 

48 

47 

52 

54 

56 

60 

58 

70 

71 

62 

64 

68 

74 

76 

78 

80 

82 

84 

86 

85 

90 

88 

94 

93 

100 

102 

106 

108 

109 

115 

118 

116 

121 

122 

124 

125 

126 

128 

129 

130 

131 

132 

133 

135 

137 

139 

140 

138 

141 

144 

: No 


788 

787 

788 

789 

790 

791 

792 

793 

794 

795 

796 

797 

798 

799 

800 

801 

802 

803 

804 

805 

806 

807 

808 

809 

810 

811 

812 

813 

814 

815 

816 

817 

818 

819 

820 

821 

822 

823 

824 

825 

826 

827 

828 

a. 

830 

832 

833 

834 

835 

836 

837 

840 

842 

843 

844 

845 

846 

848 

1 

mt 

851 

852 

853 

854 

855 

856 

858 

859 

860 

and 

Ing. 


INDEX TO CHARTS 


Giving the Page Number Each Chart Page is On. 


Chart 

Page 

Chart 

Page 

73 

146 

143 

289 

74 

148 

143A 

290 

76 

152 

143B 

291 

76 

154 

1430 

292 

77 

156 

143D 

293 

78 

157 

144 

294 

78A 

159 

145 

296 

79 

160 

146 

298 

80 

162 

147 

302 

81 

164 

148 

303 

81A 

165 

149 

304 

82 

172 

160 

306 

83 

173 

I50A 

310 

84 

174 

161 

314 

85 

176 

162 

316 

86 

176 

153 

318 

86A 

177 

154 

322 

87 

178 

158 

323 

88 

179 

159 

324 

89 

180 

160 

326 

90 

181 

160A 

328 

91 

182 

160B 

329 

91B 

183 

161 

330 

92 

184 

161A 

331 

94 

186 

162 

332 

95 

188 

163 

334 

96 

190 

164 

336 

97 

192 

165 

338 

98 

194 

166 

339 

99 

195 

167 

340 

99A 

198 

168 

342 

100 

204 

168A 

344 

101 

210 

168B 

346 

102 

214 

168C 

348 

103 

216 

168D 

349 

104 

218 

169 

350 

105 

220 

170 

351 

106 

222 

171 

352 

107 

224 

172 

353 

108 

226 

173 

354 

109 

228 

174 

355 

110 

230 

176 

357 

111 

234 

175 A 

358 

112 

236 

175 AA 

359 

113 

237 

175B 

360 

113A 

238 

176 

361 

113B 

239 

177 

362 

114 

240 

178 

363 

116 

241 

179 

364 

116 

244 

180 

365 

117 

248 

180A 

367 

118 

252 

180C 

368 

119 

254 

181 

369 

120 

256 

181A 

370 

121 

258 

181B 

371 

122 

260 

181C 

372 

123 

262 

181D 

373 

124 

263 

183 

374 

126 

264 

184 

376 

129 

268 

185 

379 

130 

270 

186 

380 

131 

272 

187 

382 

132 

274 

188 

384 

133 

276 

188A 

385 

133A 

278 

188B 

388 

134 

280 

188C 

391 

135 

281 

188D 

392 

136 

282 

188E 

393 

137 

283 

188F 

394 

138 

284 

188G 

395 

139 

285 

188H 

396 

140 

286 

1881 

402 

141 

288 

188J 

403 

1, page 

16a; No. 2, page 

140a; 


Chart 

Page 

188K 

404 

188L 

405 

189 

406 

189A 

410 

190 

414 

191 

416 

192 

418 

193 

426 

104 

428 

196 

430 

195 

429 

197 

434 

198 

436 

201 

440 

202 

442 

203 

444 

203A 

446 

204 

450 

204A 

452 

206 

460 

205A 

462 

205AA 

464 

205B 

465 

2050 

466 

206D 

467 

205E 

468 

205F 

472 

205G 

474 

206 

475 

207 

476 

207A 

478 

207B 

479 

207C 

480 

207D 

481 

207E 

482 

208 

483 

209 

484 

210 

486 

211 

488 

212 

490 

213 

^496 

214 

497 

215 

498 

216 

499 

217 

500 

218 

502 

219 

504 

220 

512 

221 

513 

222 

514 

223 

516 

224 

534 

224A 

536 

225 

537 

226 

538 

226A 

539 

227 

540 

228 

542 

229 

543 

230 

544 

231 

545 

232 

546 

235 

550 

236 

552 

236A 

554 

236AA 

555 

236B 

556 

236C 

557 

236D 

558 

236E 

559 

236F 

560 

236G 

561 

237 

562 

237A 

563 

237B 

564 


Chart 

Pag* 

238 

568 

239 

570 

240 

572 

240A 

573 

241 

574 

241A 

575 

242 

592 

243 

596 

243A 

598 

243B 

600 

244 

602 

244A 

603 

245 

604 

246 

605 

247 

606 

247A 

607 

247B 

608 

247BB 

609 

2470 

610 

247D 

611 

247DD 

612 

247E 

613 

247F 

614 

247G 

615 

247H 

616 

248 

618 

249 

619 

249A 

624 

250 

632 

250A 

633 

251 

634 

252 

636 

z54 

638 

255 

642 

256 

644 

257 

646 

258 

647 

259 

648 

259A 

649 

259B 

650 

260 

652 

261 

659 

262 

660 

263 

664 

264 

665 

265 

666 

266 

667 

267 

668 

268 

670 

269 

671 

270 

672 

272 

673 

272A 

674 

273 

675 

274 

676 

274A 

677 

275 

678 

276 

679 

277 

680 

278 

682 

279 

683 

280 

684 

280A 

686 

280B 

687 

2800 

688 

280D 

689 

280E 

690 

281 

692 

282 

693 

282A 

694 

282B 

696 

283 

698 

283A 

699 


Chart 

Page 

284 

700 

285 

701 

285A 

702 

285B 

703 

2850 

704 

286 

705 

286A 

706 

286B 

707 

287 

708 

287A 

709 

288 

710 

289 

711 

290 

712 

290A 

713 

290B 

714 

2900 

715 

291 

716 

292 

717 

293 

720 

293A 

722 

293B 

724 

2930 

726 

293D 

727 

294 

728 

294A 

729 

295 

731 

295A 

732 

296 

733 

297 

734 

298 

735 

299 

736 

300 

737 

302 

738 

304 

739 

305 

740 

306 

741 

307 

742 

308 

743 

308A 

744 

308B 

745 

309 

746 

309X 

748 

309A 

750 

309B 

751 

310 

752 

311 

754 

312 

756 

312A 

758 

313 

759 

314 

760 

314A 

761 

315 

762 

316 

764 

316A 

765 

Ford 


Supplement 

317 

776 

318 

770 

319 

771 

320 

772 

321 

773 

322 

774 

323 

775 

324 

776 

325 

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326 

778 

326A 

779 

327 

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328 

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329 

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330 

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331 

784 

332 

785 


No. 3, 288a; No. 4. 864a 













Dyke’s 

Automobile and Gasoline Engine 

Encyclopedia 


TWELFTH EDITION 

Second Run 


Containing 532 Charts, Inserts, Dictionary, Index, 
and Supplements on the Ford, Packard, Airplanes, 

and Liberty “12” Engine. 


TREATING ON 

THE CONSTRUCTION, OPERATION AND REPAIRING 
OF AUTOMOBILES AND GASOLINE ENGINES. 

Also Trucks, Tractors, Airplanes and Motorcycles. 




BY 


Af L. T)YKE, e. e. 

1 


ORIGINATOR OF THE FIRST AUTOMOBILE SUPPLY BUSINESS, PUBLISHER OF 
THE FIRST PRACTICAL BOOK ON AUTOMOBILES AND MANUFACTURER OF 
THE FIRST FLOAT FEED CARBURETOR IN AMERICA. 


AUTHOR OF 


“DR. DYKE’S DISEASES OF A GASOLINE AUTOMOBILE;” 

THE FIRST PRACTICAL BOOK ON AUTOMOBILES IN AMERICA, (1900). 

“DR. DYKE’S ANATOMY OF THE AUTOMOBILE,” (1904). 
“DYKE’S MOTOR MANUAL;” all about motorcycles, marine 

ENGINES, MOTOR BOATS, STATIONARY GASOLINE AND OIL ENGINES. 


Copyrighted 1911-1912-1913-1914-1915-1916-191 7-1918-1919 1920 
By A. L. DYKE, ST. LOUIS. MO. 

All Rights Reserved. 


Copyright Protected in Great Britain, all of her Colonies and Canada. 
Entered at Stationers Hall, London. 

Plate* made, type set and printed in U. S. A. 

All Rights Reserved. 


PUBLISHED BY 


A. L. DYKE, Publisher 

ST. LOUIS, U. S. A. 








For Index—see colored page insert in back of book. For Dictionary seo pa ge 1. 

For Index to Charts—see first page fly leaf of book. | ^ |) 


II 


FABLE OF CONTENTS 




Instruction Pages 

1— Automobile Assembly . 1-17 

2 — The Drive Systems. 18- 22 

3— Steering Assembly, Springs and 

Brakes... 23- SO 

4— Axles, Differential and Bearings.. 31- 36 

6—Clutches, Universal Joints. 37- 44 

6— Transmissions . 46- 61 

ENGINES. 

7— General Construction .62-71 

8— Principle. Location of Parts-72- 92 

9— Valve Timing . 93-116 

10— Firing Order .116-120 

11— Six, Eight and Twelve Cylinder 

Engines .121-140 

CARBURETION. 

12— The Carburetor; Principle and 

Construction .141-166 

13— Carburetor Adjustments.166-184 

COOLING AND LUBRICATION. 

14— Cooling Systems; Radiators, Pumps, 

Fans.186-194 

16—Lubrication. Oils and Greases... 196-205 

IGNITION; COLL AND BATTERY. 

16— Low Tension Systems.206-217 

17— High Tension Systems.218-232 

18— Spark Plug and Coll Troubles... 233-241 

19— Modern Battery and Coil Systems. 242-264 

20— Brief Review of the Various OoU 

Bystems . 266 

IGNITION; MAGNETOS. 

81—Low Tension. (Principle and Con¬ 
struction) .266-267 

88—High Tension. (Leading types do- 

■on bed) .268-293 

23—Installation, Care and Adjustments.294-304 
84—Ignition Timing .306-320 

ELECTRIC SYSTEMS. 

26—Engine Starters .321-322 

26—The Electric Starting Motor.323-331 

87— The Generator. (Source of Cur¬ 
rent) .332-366 

88— Types of Starting and Generating 

Bystoms used on Leading Cars_366-373 

28A-Delco Early Ignition Systems_374-378 

28B-Dalco Modem Ignition, Starting 

and Lighting Systems.379-396 

280-Care, Tests and Adjustments of 

Delco Systems.397-406 

29— Care, Tests and Adjustments of 

Other Leading Systems.406-424 

30— Wiring a Car.425-429 

31— Lighting a Car .430-438 


nt.of.- 


Instruction Page* 

32— Storage Batteries.439-466 

32A-Storage Battery Repairing..456-475-864D 

33— Electric and Gas-Electric Vehicles 476-484 

OPERATION, CARE, ETC. 

34— Operating a Car.486-600 

36—Rules of the Road.501-604 

36— Care of Car .606-610 

37— Accessories. Touring .611-620 

TABLES, SPECIFICATIONS, ETC. 

38— Insurance. License and Laws_621-628 

39— The Automobile Salesman.629-633 

40— Horse Power Tables and General 

Data. Standard Adjustments of 
Leading Cars. Specifications of , 
Leading Cars .634-641 

TIRES. 

41— Tires. Air Pumps and Compressors.649-664 

42— Tire Repairing and Care of.666-676 

TROUBLES AND REMEDIES. 

43— Digest of Troubles.576-691 

REPAIRING AND ADJUSTING. 

44— The Automobile Repairman.692-696 

46—Garage and Shop Equipments_596-619 

46— Repairing and Adjusting Engines. 620-669 

46 A-Ad justing Clutches, Transmissions, 

Rear Axles and Differentials.660-679 

46B-Adj usting Wheels, Brakes and 

Steering .680-694 

46C-How to Use Tools and Make Re¬ 
pairs. Oxy-Acetylene Welding_696-729 

46D-Useful Shop Hints and Devices. .730-746 
MISCELLANEOUS. 

47— Commercial Cars.746-762 

48— The Tractor.763-764 

49— Engines; different principles.766-766 

49A-Addenda; Tractors, Truck Engines 
and Repairs; Governors, Motor¬ 
cycles, Repairing Tops, etc.829-849 

50— Dictionary of Automobile Terms. .861-864 

SUPPLEMENTS. 

The Ford ..766-828-864A 

The Packard—“3-25” & “3-35”.860-860 

Airplanes .900-922 

Wiring Diagrams .923-926 

K. W. Magneto Supplement.928-930 

Index .867-898 

Liberty Engine Supplement.933-940 

INSERTS. 

There are several inserts dealing with En¬ 
gines, Modem Cars, Dixie Magneto, Motor¬ 
cycles, etc. 




Use the Index—refer to it often. Any trouble you may have, refer to index. See page 

544 for Specifications of Leading Cars. 


DEC 31 1920 ^)CI.A604788 











































































III 

INTRODUCTORY 

The Relation of the Automobile, Truck and Tractor. 

Although this book was originally prepared to deal with the passenger 
car type of Automobile, the subjects of Trucks and Tractors have been added 

and right at the beginning, it is the purpose of this introductory, to point out 
to the reader the close relation of the Automobile, Truck and Tractor, so that 
when the study of the book is completed he will clearly understand the differ¬ 
ence in construction. . 

In addition to the Truck and Tractor subject, the Airplane and Airplane 
Engine is also dealt with. 

The same underlying principles of the Drive System of an Automobile are 

used in the Truck and Tractor, but of slightly different construction. 

The same underlying principles of the Automobile Engine are used in the 
Truck, Tractor and Airplane Engines, but of slightly different construction. 
With this in mind, it will be easier for the student to understand the differ¬ 
ences as he progresses. 

Why the Instructions Begin With an Early Type of Car. 

In order that the reader may clearly understand the details of the modern 
automobile and its parts, it was necessary to illustrate and describe the early 
type of cars and gradually work up to the more modern type. For this rea¬ 
son many of the subjects begin with early models or types, which is absolutely 
necessary before the reader can properly master the subject. 

The reader will learn the principles of construction of the different parts 
of all automobiles in general use. The construction may vary, but the under¬ 
lying principles remain the same. Consequently when the reader masters the 
principles involved, he masters the construction of all types of automobiles, 
engines, ignition systems, carburetors, etc. 

The illustrations are not drawn to scale, in fact, the majority of the illus¬ 
trations are exaggerated in a great many instances—in order to clearly de¬ 
scribe the subject treated. 

The writer makes no attempt to treat the subject in a theoretical man¬ 
ner, his idea being to adhere strictly to the practical side of the subject. 

For many of the illustrations and much information to be found in this book, the 
writer is indebted to the “Automobile,” of New York, “Motor Age” of Chicago, “Auto¬ 
mobile Dealer and Repairer,” of New York, and “Motor World” of New York, as well 
as a great number of manufacturers of automobiles and accessories. 



\ 






Differential 

Housing 


Clutch 


Engine 


Propeller Shaft 


Worm Gear 
Housing 


Transmission 


Radiator 


Brake 


A Modern Truck. 


The principle of the truck is similar to 
the principle of a passenger car type auto¬ 
mobile. 

The engine is usually a four cylinder type 
of engine, for reasons explained on page 
747. See also, page 71. The truck engine 
is a slower speed engine than the automo¬ 
bile engine. The average maximum speed of 
a truck engine is 900 to 1000 r. p. m. The 
engine speed is controlled by a hand throttle 
and foot accelerator, the same as the auto¬ 
mobile engine, but a governor is employed, 
for reasons stated on page 839, which is to 
prevent undue “racing” of engine when 
changing gears or releasing clutch. 

By governing the engine speed, the car 
speed is also limited, for instance, the gov¬ 
ernor can be set to govern the engine speed 
at 950 r. p. m. which gives a maximum car 
speed of 14 m. p. h., which is the average 
speed of a heavy duty truck. 

The speed of a passenger type automobile 
varies from 1 y 2 m. p. h. to 50 or 60 m. p. h. 
and a governor is not employed. The engine 
speed of a passenger type automobile varies 
from 150 r. p. m. to as high as 2500 to 3000 
r. p. m. The truck, however, being designed 
for commercial use must necessarily be more 
efficient, lienee the employment of a governor. 

All complicated devices are eliminated on 
a truck, for the sake of efficiency. For in¬ 
stance, the electric starting motor is seldom 
used, instead, the engine is cranked by hand 
in connection with an “impulse starter” 
(see page 74 7 and 8 32). Instead of a coil, 
battery, generator, cut-out, timer and dis¬ 
tributor being used for ignition, a high 
tension magneto is usually employed. The 


gravity fuel feed system is used instead of 
vacuum or pressure feed. The tubular type 
radiator (page 190), for cooling is used in¬ 
stead of the cellular type. The cellular type, 
as generally used on automobiles, is more 
artistic in appearance, but the tubular tvpe 
has larger openings and is less liable to clog 
and easier to repair. 

I s URUally by « propeller shaft con¬ 
nected with (D) to a worm (W) which meshes with 
gear (WG) °, n ‘lifferential. The worm gelr 
gives a greater reductiou and is silent and pos¬ 
sesses enormous strength. y 

Rear axle is usually a full-floating “live” axle. 
f" x S ff halt8 f are Split and inner ends connected 

o entll J gears and outer ends to bub flange 
bee also, page 751. 

Transmission is usually a three speed forward 
and reverse and is similar to an automobile trans- 
lssion, but of heavier construction. Gear ratios: 
On above truck (Master, models M & O) first 
speed, rear wheels make 1 revolution to every 24 

high F speed, af l to g ngme: second s P e e d , 1 to 13.6; 

Clutch used on above truck is a dry plate mul¬ 
tiple disc type. The clutch shown on page 42 is 
extensively used as is also the cone type clutch. 

t Ti . reS ™ above truck are solid 34 "x 4 " single 
front; 36 x7" rear. The “dual” solid tire also 
the pneumatic cord” truck tire, per page 555 
are also extensively used. 1 b ’ 

Steering is the Ross, page 690. 

From the above specifications of a truck and 

a riiff Udy ° f i th i iS book ’ il wil1 be noted that a 
!J2, C * di *l® rs only in a few d0 tails from the prin¬ 
ciple of the passenger car type of automobile. 


Brake 

Shafts 

































































































































































































V 



■Governor 


Differential 


Water 

Pump 


Transmission 


Steering 
Drag Rod' 


Clutch 


Plan view of Case 17-25 tractov, showing layout of transmission and drive 


Four Cylinder 
Engine Placed 
Crosswise of Frame 


Spur Driven 
Gear on Differential 


Rear Axle 


Rear Tractor 


Drive Wheels 


The Modern Tractor. 


The purpose of a tractor is explained on 
pages 753 and 831. Note that in addi¬ 
tion to doing tractor work, such as pulling 
plows or other drawbar work, it is also 
possible to do belt work, such as operating 
threshing machines, etc. 

The above illustration is that of a four- 
cylinder engine tractor. Most all tractor 
engines are four-cylinder, for reasons ex¬ 
plained on page 831. 

The construction of a tractor differs con¬ 
siderably from that of an automobile or 
truck, but the same underlying principles of 
engine and drive system are employed. 

The engine used on a tractor is a slow 
speed engine, and usually a large bore. This 
particular tractor engine has a bore of 4^ 
in. and 6 in. stroke. A governor is employed 
for the purpose as explained on page 839. 
The speed of engine is governed to 900 r.p.m. 

The ignition is usually a high tension mag¬ 
neto with an “impulse starter ’’ (see page 
83 2 for explanation of an impulse starter), 
Most tractor engines use magneto ignition 
for reasons stated on page 831. 

The tractor engine operates for long 
periods of time at full power, therefore must 
be built heavier and more substantial than 
the automobile engine, for instance in the 
bearings, etc. 

Fuel is usually gasoline to start with and 
kerosene to run on, after engine has started 
and became thoroughly heated. The heating 
of a tractor engine, in order to use kerosene 
or low grade fuels is a very important fac¬ 


tor—see pages 827, 828, 831 and 71. 

Drive system. The engine on above trac¬ 
tor is a four-cylinder, vertical type, mounted 
transversely on the frame. The power from 
crank shaft is transmitted to the spur gear 
transmission by means of a clutch. From 
transmission, power is transmitted to the 
rear axle by means of a spur gear drive. 
The differential is employed as shown in 
illustration. Power is transmitted to both 
rear wheels, which are 52 inches in diameter 
and have a 12 inch face. 

Speed of an average tractor is 2 miles per 
hour on slowest speed and 2% m. p. h. on 
high speed—see also, page 830. 

The belt power is obtained from a 16 inch 
pulley mounted on an extension of the engine 
shaft, and therefore runs at engine speed— 
900 r. p. m. 

The above tractor (the Case 15—2 7 h. p. 
tractor) has a wheel base of 76^ in., and 
its overall dimensions are: Length, 126 in.; 
width, 72 in.; height (without exhaust pipe), 
68 in. The shipping weight is 5500 lbs. 

The tractor pulls three 14-in. plows in 
tough sod or four plows under usual condi¬ 
tions. It is also adapted for other drawbar 
work (see page 752), requiring a similar 
amount of power, and it will operate either 
a 20x36 or 26x46 in. thresher (belt work). 

It will be observed that the tractor, while 
it differs widely in construction, from that 
of the truck or passenger car automobile, it 
is, in many respects similar in principle, the 
main difference being in the drive system 
and fuel used by the engine. 

























































































































































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ASSEMBLY OF CAR. 


1 


RUNNING GEAR. 

Front Axle ... 1 

Steering Knuckle Pivot . 2 

Steering Knuckle Arm (right). 3 

Steering Knuckle Arm (left). 4 

Steering Knuckle Tie Rod . 5 

Steering Gear Drag Link. 6 

Steering Knuckle Gear Rod Arm. 7 

Rear Axle (Housing) . 8 

Differential (inside of case). 9 

Axle Drive Bevel Gear .10 

Axle Drive Bevel Pinion .11 

Axle Drive Pinion Shaft .12 

Axle shafts are inside of axle housing. 

Brakes on Hub of Wheels (^Operated 

by Hand Lever).13 

*Brake on Drive Shaft (*Operated by 

Foot Pedal) .14 

Brake Rods .15 

Brake Pedal (Running) .16 

Brake Lever .17 

Springs .18 

* ■ 

Spring Blocks or Seats .19 

Spring Clips .20 

Frame. 

Main Frame ._..21 

Sub-frame .22 

BODY 

Body .23 

Fenders.25 

Running Boards .26 

Dash .28 


TRANSMISSION SYSTEM. 
Transmission Gear Box or Gear Set....2 9 


Cover Plate for Transmission.30 

Clutch. 

(Cone Type) . ...31 

Clutch Spring .32 

Clutch Pedal .33 

Drive. 

Universal Joint (forward).34 

Universal Joint (rear) .35 

Drive or Propeller Shaft .36 

Drive Pinion Shaft .12 

Differential Driving Pinion .11 

Differential Driving Gear.10 

Torque Rod.37 


POWER PLANT. 

Engine. 

(Four Cylinder) Cylinders Cast in 


Pairs.3 9 

Inlet Valve Caps .40 

Exhaust Valve Caps .41 

Crank Case (Split type).4 2 

Starting Crank .4 3 

Flywheel .44 

Inlet Manifold .4 5 

Exhaust Manifold .4 6 

Exhaust Pipe .47 

Muffler .4 8 

Cooling System. 

Pump . ..49 

Radiator.50 

Cooling Water Inlet and Outlet.51 

Fan .52 

Fan Belt .8 2 

Ignition System. 

Magneto (High Tension type).53 

Magneto Drive Gear in Engine Gear 
Case.54 

Ignition Switch ..55 

Spark Plugs .56 

Cables (High Tension Ignition).57 

Fuel System. 

Fuel Tank ..58 

Inlet Manifold ..45 

Carburetor.60 

Throttle on Carburetor .61 

Fuel or Gasoline Pipe .62 

CONTROL SYSTEM. 

Steering Post Assembly. 

Steering Column Tube .63 

Steering Gear Case . 81 

Steering Wheel .64 

Steering Gear Arm .65 

Spark Hand Lever .67 

Steering Gear Connecting Rod. 6 

Throttle Hand Lever.68 

Spark and Throttle Sector.70 

Spark and Throttle Control Rod.71 

Throttle Lever Shift Rod.72 

Hand Lever Assembly. 

Gear Shift Lever .73 

Brake Lever .17 

Gear Shift Gate or Selector.7 6 

Gear Shift Lever Shaft .77 

Pedal Assembly. 

Clutch Pedal .33 

Brake Pedal .16 

Clutch and Brake Pedal Shafts.78 

Clutch Release Fork .80 


♦Modern practice is to have Hand Lever operate the external brakes and Foot Lever the in¬ 
ternal brakes—both on rear wheels. 


CHART NO. 2—Key to Motor Car Parts; illustrated in Charts 1, 3, 4, 5, 6, 7, 8, 9, 10. 
31 and 32. 


Note: Modern type of cars will be shown further on in thif book. Rfad hmding top of page IV. 


























































































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10 


DYKE’S INSTRUCTION NUMBER ONE. 


INSTRUCTION No. 1. 

THE AUTOMOBILE: Assembly of the Automobile. Functions 
of the Principal Parts. 

The Kinds of Motor Cars. 

There are three different kinds of motor cars; first, the gasoline motoi 
car; secondly, the steam car; thirdly, the electric car. 

The gasoline motor car is by far the most popular, and it is with this thal 
we are mainly going to deal. 

The steam car, silent, smooth and easy on tires, is comparatively seldom 
seen. 

The electric car, almost invariably in the form of a brougham or coupe, 
is heavily handicapped by being unable to run for more than a few hours 
without a fresh charge of electricity from its headquarters, and is quite in 
the minority. Our attention will be devoted to the car with the gasoline 
engine for the motive power. 

The Component Parts of a Motor Car. 

• A car may be made up as a whole of two distinct parts, the body and 
chassis. 

The body, which is the work of the body builder, which has been brought 
by him to a wonderful pitch of perfection, hardly concerns us so we will un¬ 
screw the half dozen or so bolts that secure it to the frame of the chassis and 
stand it to one side, for the present at least—so that we can examine the 
chassis underneath. 

0 

The chassis is the entire car with the exception of the body (see chart 8). 
The chassis, for our purpose, must also be divided into its main parts as 
follows: the running gear, power plant, transmission system, control system, 
equipment and accessories. 

The running gear consists of parts as follows: front and rear axles, 
wheels, springs, frame. 

The power plant consists of parts as follows: motor with its fuel system, 
carburetion system, ignition system, cooling system and lubrication system. 

The transmission system consists of parts as follows: clutch, change speed 
gears, drive shaft with its universal joints and differential. 

The control system consists of parts as follows: steering device, throttle 
and spark control, hand levers, foot pedals and brake system. 

The necessary equipment consists of such parts as fenders, running 
boards, hood, dash, tires, lighting system, self starter, horn, etc. 

The desirable equipment or accessories are such parts as speedometer, 
windshield, warning signal, shock absorbers, etc. 

The construction of the parts of a motor car may vary, but their purpose 
is the same. While it is true there are hundreds of different firms making 
automobiles, they all employ in the construction of their cars the parts en¬ 
umerated under the various headings. For instance, one manufacturer may 
suspend the power plant on the main frame, others use a sub-frame. Some 
use a clutch of the cone type, others use a clutch of the multiple disc type—but 
they all use frames and they all use clutches. Further on we will explain the 
different constructions involved in these parts, but bear in mind the principle 
or purpose of each part does not change. 


ASSEMBLY OF CAR. 


11 


As we progress the reader will gain an idea of the different constructions 
of the component parts now in general use—for instance, there are two kinds 
of front axles in general use; the tubular type and the solid type. There 
are two types of construction of rear axles in general use; the live axle 
which revolves and is driven by a bevel gear and pinion, and the dead axle 
which does not revolve, but the wheels are driven by chain and sprocket, and 
so on, throughout the whole construction of a car. 

*It is now clear that if the reader masters the principle and purpose of 
these parts then it will be no difficult matter to understand the variation in 
construction, and when he will have completed the study of this construction 
he will have gained sufficient knowledge to enable him to understand the con-' 
struction of all cars. 

Purpose of the Parts of the Running Gear —see chart 4. 

The front wheels run free on the axle, and guide the car. They are called 
the guiding wheels and are moved from side to side by means of a steering 
device (63-64-65) and the direction of the car is controlled in this manner. The 
rear wheels are revolved by the engine and drive the car. 

The front axle is fitted with steering knuckles (3 and 4) on which the 
guiding wheels run. These steering knuckles are moved by means of the rod 
(6), which connects to the steering device (65). The front axle is fitted with 
spring blocks (19) and spring clips (20) which hold the springs in place. 

The rear axle revolves. The housing over axle is fitted with spring blocks 
and clips similar to the front axle. 

The springs act as a cushion and protect the machinery and the occupants 
of the car from undue vibration and shock. They also hold the frame. 

The frame of an automobile is made of pressed steel and is the founda¬ 
tion which supports the pow T er plant, 
change gears, levers, steering device, 
fuel tank, body, etc. Each part is 
bolted to frame and is kept in proper 
relation to each other. The frame 
is usually hung, with the springs rest¬ 
ing on the axles as shown in upper 
illustration, fig. 1, to the left, called 
overslung. Sometimes the springs 
are fastened below the axles, called 
the underslung construction. 

A sub-frame is sometimes placed 
inside of the main frame to support 
the pow r er and drive plant. 

The steering device (63-64-65) is usually attached to the frame. By turn¬ 
ing, the wheel (64) the car is guided through the control of the direction of 
the front wheels. 

Brakes (13) are fitted to motor cars for stopping or slowing down and 
are usually fitted to a drum on the hubs of the rear wheels. 

Purpose of the Parts of the Power Plant —see chart 5. 

The engine furnishes the power that drives the car. It is usually located 
in the front part of the frame, if it is a multiple cylinder vertical type of engine. 

^Suspension: multiple cylinder engines usually have four, six, eight or 
twelve cylinders. If it is a single cylinder engine, it is usually hung as shown 

*See index for advantages of “three point suspension.” 

*The type of clutch, axle, engine, etc. which are used on leading cars given under “Specifications 
of Leading Cars”—page 542. 



Fig. 1. In the upper illustration is shown the 
overslung spring suspension which is used on the 
majority of the cars today. Note that here both 
front and rear springs and also the frame are above 
the axles. Ia the lower illustration is shown the 
underslung, a form of spring suspension in which 
the frame is above the axles, but the springs below 
—seldom used. 

A popular spring system is the cantilever, see 
page 27. 











12 


DYKE’S INSTRUCTION NUMBER ONE. 


in chart 11, fig. 1; if double cylinder opposed type, it is usually placed across 
the frame. If a multiple cylinder, “single unit power plant’’ (see page 85), 
it is usually suspended at three points as per page 786, fig. 49. This is called 
“three point suspension.” 

The carburetor mixes air with gasoline, and is connected direct to intake 
pipe on engine. The carburetor is connected to the feed pipe (62) from the 
gasoline tank. 

The gasoline tank is usually placed under the seat or at the rear of the 
car and gasoline is fed to the carburetor through a small pipe (62) (chart 8) 
or by the vacuum system (see carburetion instruction). 

The exhaust pipe (47) connects to the exhaust manifold and runs to muf¬ 
fler (48), which is usually placed at rear of car. The exhaust pipe permits the 
burnt gases to escape. The muffler placed at the extreme end of the exhaust 
pipe, silences or muffles the noises from the explosions in engine cylinders. 

The ignition system is a part of the electric plant; either a storage bat¬ 
tery and coil, dry cells and coil, generator, or a magneto. The coil and battery 
electric system was formerly placed on the dash, while the magneto or genera¬ 
tor is placed on the engine and is run by the cam shaft or crank shaft, through 
the medium of silent chains. The modern coil and battery system with a 
timer and distributor is now placed on the engine, see Delco and Atwater-Kent 
systems. 

The cooling system consists of the radiator (50), water pipes (51) and 
circulating pump. The object of the cooling system is to keep the engine 
from getting too hot when the explosions take place inside of the cylinders. 

• The lubrication system of the engine is for the purpose of keeping the 
bearings and rings and other moving parts from wearing. This subject as well 
as all other subjects will be treated separately -further on. 

Transmission of Power —see charts 6, 7. 

The transmission or the speed change gears is that part which transmits 
the power from the engine to the driving wheels through a system of speed 
change gears (29). 

A clutch (31) is placed between the engine and transmission; this permits 
the engine to run free, or when “thrown in” connects the engine to the change 
speed gears and drive the car. The clutch is operated by a foot pedal (33) 
and is thrown in or out by the driver. 

In a locomotive, the piston rods are connected direct with the wheels, 
through the medium of the cross head, and connecting rods so that when 
steam is applied the locomotive moves. In an automobile, the engine may be 
disconnected from the transmission by means of the clutch, so that the motion 
of the transmission or of the entire car may be stopped without stopping the 
engine. * 

Change gear principle: When a bicyclist wants to race on a level track 
he gears his wheel up high, so that one revolution of the crank takes him the 
greatest possible distance. Yet if he takes this wheel on the road and en¬ 
counters a hill, he must get off and walk or exert an extra lot of power— he 
needs a wheel geared lower. 

In the same way, when an engine is required to do more than ordinary 
work, as climbing a hill, the transmission or change speed gear contains from 
two to four changes of gears and helps out the engine by changing to the gear 
ratio required for less motive power. It allows the car to move at various 
speeds while the speed of the engine is unchanged. 

When in low gear, the engine makes quite a number of revolutions (15 
or 20), while the wheels revolve once which makes the auto move forward 
slowly, but with considerable force, so that it can go up a steep hill or through 
sand or mud. 


ASSEMBLY OF CAR. 


13 


When in second or intermediate gear, the engine makes from (8 to 12) 
revolutions to one revolution of the wheels, which moves the car faster than 
the low or first change of gears but with less force. 

When in third or high gear the engine makes from (2 to 4) revolutions to 
one revolution of the wheels, which gives the car high speed over good roads. 

If the car was going up a steep grade while on high gear, the work 
would be more than the engine could do, and it would stop unless one of the 
lower speeds were shifted in. There would be considerably more pull on the 
wheels. 

The operation of the change of gears is by means of a side or center lever 

(73, chart 1, also see chart 23) ; change of gears can be made instantly. The 
transmission also contains a set of reverse gears, which when thrown in, will 
reverse the motion of the car without reversing the motion of the engine. 

The transmission may be connected so that it drives the wheels by the 
following methods. 

First—by a driving shaft (see chart 11, fig. 1, c and e, also (36) chart 6), 
connected to the rear axle, which it revolves by means of bevel gears, the wheels 
and axle turning together. This axle revolves and is called a “live” axle. 

Second—by a single chain (see h, chart 11) connected to the rear axle, 
wheels and axle turning together. 

Third—by two chains (see b, chart 11), one connected to each rear wheel, 
which run free on the axle, like a buggy and is called a “dead” axle because 
it does not revolve. 


The Drive System —see chart 6. 

The connection between the engine and the wheels is called the drive 
system. 

The drive shaft connects with the end of the transmission shaft by means 
of a universal joint, it has also a universal joint at rear end connecting with 
the differential drive pinion shaft. 

The universal joints (34-35) permit the parts mounted on the rear axle to 
move up and down, thus preventing the movement of the axle from interfer¬ 
ing with the drive of the car. 

The torque rod (37) is usually placed between the housing on rear axle 
and the transmission case. The object of the torque rod (or torque arm as it 
is now called) is to prevent the axle housing from twisting when the power or 
brakes are applied (see page 22). 

The drive pinion shaft (12) connects to the rear universal joint (35) 
and drives the bevel gear (10), which is connected to the differential (9), 
(see chart 5). 

The front wheels on an automobile run free on the axle. For this rea¬ 
son the outside wheel is able to revolve faster than the inside wheel when the 
car is turning a corner. 

When a vehicle turns a corner, the outside wheels revolve faster than the 
inside wheels, because they travel a longer distance. 

The wheels in rear must do the same thing; if they were forced to revolve 
at the same speed, one would slide because it could not keep pace with the 

other. 

When they run free on the axle, they would take care of this them¬ 
selves, but as both are driven by the engine, the transmission or rear axle is 
fitted with a differential, or at times erroneously called a compensating gear 
(see chart 18). This device is automatic, and permits the wheels to revolve 
at variable speeds, although both are driven by the engine. 


14 


DYKE’S INSTRUCTION NUMBER ONE. 



Transmission 





Engine 


-Differential 

•DrivenGear 

rJack-shaft 


T3 Q) 
c3 • 

QJ X 


Driving Chain e 


e 



Fig. 1—Methods of Power Transmission to Rear Axle. 

h—Single chain drive (obsolete), b—Double chain drive (used principally on trucks), c— 
Shaft drive with a double opposed type of engine (shaft drive is extensively used, but the opposed 
type engine is seldom used), e—Shaft drive with a four, six, eight or twelve cylinder engine 
(extensively used). 




Fig. 3—Side view of a modern Packard chainless truck. Drive; worm: power; four cylinder 
gasoline engine; clutch; disk: transmission; four speed selective sliding: “live” rear axle; full floating. 


Worm gear drive. This system is used on a large number of cars now, especially on tracks, 
and is coming more into favor every year. There is no difference in the transmission system, except 
as regards the drive, as compared with the usual bevel-gear system. In principle the worm drive 
is a simple arrangement; the usual bevel gear and pinion are replaced by a specially-shaped hollow 
helical toothed gearwheel and worm. A “live” rear axle is used. 


CHART NO. 11 —Methods of Transmission of Power to Rear Axle and Road Wheels. 



































































































































































































































































• ASSEMBLY OF CAR. 


15 


Body. 

The automobile frame, with all parts of the running gear, the transmis¬ 
sion, engine and other parts of the mechanism, when it is without the body 
is called the chassis. Different types of bodies may be attached to a chassis, 
and are generally fastened down with bolts. 

The bodies of pleasure automobiles are classed as follows: 

Roadster —An open car seating two or three. It may have additional seats on run¬ 
ning-boards or in rear deck. 

Coupelet —Seats two or three. It has a folding top and full-height doors with disap¬ 
pearing panels of glass. 

Coupe —An inside operated, enclosed car seating two or three. A fourth seat facing 
backward is sometimes added. 

Convertible Coupe —A roadster provided with a detachable coupe top. 

Clover Leaf —An open car seating three or four. The rear seat is close to the divided 
front seat and entrance is only through doors in front of the front seat. 

Touring Car—An open car seating four or more with direct entrance to tonneau. 

Salon Touring Car—A touring car with passage between front seats, with or without 
separate entrance to front seats. 

Convertible Touring Car—A touring car with folding top and disappearing or remov¬ 
able glass sides. 

Sedan —A closed car seating four or more all in one compartment. 

Convertible Sedan —A salon touring car provided with a detachable sedan top. 

Open Sedan —A sedan so constructed that the sides can be removed or stowed so as 
to leave the space entirely clear from the glass front to the back. 

Limousine —A closed car seating three to five inside, with driver’s seat outside, cov¬ 
ered with a roof. 

Open Limousine —A touring car with permanent standing top and disappearing or 
removable glass sides. 

Berline —A limousine having the driver’s seat entirely inclosed. 

Brougham —A limousine with no roof over the driver’s seat. 

Landaulet —A closed car with folding top, seats for three or more inside, and driver’s 
seat outside. 

Body equipment consists of a hood or bonnet over the engine which con¬ 
nects with the dash of the body. Fenders or mud guards are usually attached 
independent of the body, also the running board. Wind shields are placed in 
front on the dash. Steel pans, which extend under the mechanism, protect¬ 
ing it from mud and dust. 

Commercial vehicles are those used for business purposes such as taxi¬ 
cabs, delivery and trucks. 

Wheels. 

Tires made of rubber are fitted to the wheels to take up the vibrations 
that are too sudden for the springs to absorb. 

The wheels of an automobile are smaller in diameter 
than horse drawn vehicles, due principally to the fact that 
at the high speed the automobile travels, the wheels would 
have to be built entirely too heavy to sustain the strain. 
Automobile wheels must be very strong, because of the 
weight that they must support, and the strain that they 
are under. They are made of wood or wire (see illustration). 

Wooden wheels are made with a wood felloe, over 
which fits a steel rim that holds the tire. It is called an 
artillery type wheel. 

Wire wheels are light, easily repaired and are becom¬ 
ing very popular. 

Mud guards or fenders are always fitted over the wheels, to protect the 
car and occupants from the mud thrown by the wheels. 










16 


DYKE’S INSTRUCTION NUMBER ONE. 



Although there are many special makes of bodies which are given special names, the auove illustrations 
will give the reader the names of the standard type of bodies. 

Note the Cycle Car is now called a Light Car. 

The Sedan differs from the Limousine in that the driver’s seat in the Sedan is placed inside with other 
seats and would be termed a family car. The owner quite often drives this type of car. 

The Limousine front seat is partitioned off from seats in the rear and is usually operated by a 
chauffeur. 

The Town Car is a light, low, short wheel base, with chauffeur’s seat in front. This type of car also 
used for Taxicab service. 

The Landau is a type of car similar to the Limousine, but the rear part of top can be folded back. 
The distinction between the Delivery wagon and Truck is in size and weight. The delivery wagon 
is usually a shaft driven pneumatic tired car, whereas the truck is a double chain or shaft driven solid tired 
heavy machine. __________ 

CHART NO. 12—Types of Bodies. 










































































































































































































































































































































































































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| 475 Miles 


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P3 | 1000 Miles 


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| 300 Miles 

I 475 Miles 

| 500 Miles 

| 1000 Miles 
I 5000 Miles 


Tne Pierce-Arrow: engine, 6 cylinder—T-head, valves on oppo¬ 
site side, operated from two cam shafts. Horse power and cyl¬ 
inder dimensions of the three models are: 38 h. p. engine, 6 cyl., 
bore 4", stroke 5%", speed 200 to 2200 r. p. m.; 48 h. p. engine, 
6 cyl., bore 4%", stroke 5%", speed 250 to 2000 r. p. m.; 66 h. p. 
engine, 6 cyl., bore 5", stroke 7", speed 150 to 1800 r. p. m. 


Ignition; Bosch type ZR6 model 4 high tension magneto and 
the second ignition system is battery and coil which is a part of 
the Westinghouse generator. See page 496 for timing ignition. 
Electric starter is the Westinghouse with automatic magnetic 
pinion shift—location of the three parts can be seen by referring 
to illustration. Carburetion is with a Pierce-Arrow make of car¬ 


buretor. The gasoline feed is by air pressure similar to the 
system explained on page 854. One pipe from fuel tank in rear 
is connected to power and hand air pump and is the air pressure 
pipe, the other is the fuel feed pipe to carburetor. Gear shift 
and instrument board is shown on page 500, and spark and 
throttle control on page 496. 


NOTE—The latest model Pierce-Arrow engine uses “Dual Valves’’—see page 
tion system is employed—see page 277. 


927. Model 511-1919, 48 h. p. car differs from above series 4—1916. 1917 and 1918, model, in that a double unit Delco igni- 






































































































































INSERT NO. 1 


Copyrighted 1918, 1919, by A. L. DYKE, St. Louis, Mo 




BREWHSR 

FOR OIL 


CARBURETOR- 

THROTTLE 


CLUTCH 

PEDM- 


SERVICE 

BRAKE 

PEDAL 


liguzidumit 


SERVICE BRAKE 
PEDAL 


DETACTABLE 
CTL. HEAD 


CLUTCH 

PEDAL 


CLUTCH 

RELEASE 

GREASE 

TUBE 


CLUTCH 
HAND HOLE 
i, COVER \ 


DI5T R / 
TIMER 5. 
COIL 


BRAKE 
a RODS 


12 VOLT STORAGE 
BATTERY 




|6.1 BRAKE EQUMITER 


CLUTCH PEDAL 
BRAKE PEDAL— 


r 


i ENGINE 4 
CVL. 

I *0 

CLUTCH L._ 


TRANSMISSION 
EXHAUST PIPE 


„ MUFFLER 


FIG. 2 Jb [f 

HAND ® “ 

BRAKE 
LEVER 


GEAR SHIFT 
LEVER 


EXHAUST 

MANIFOLD 


PRIMING CUP 


FAN BELT 
ADJUSTMENT 


UNIVERSAL 

JOINT 

\ 


VALVE 

COVER 

PLATES 


^TRANSMISSION 
i CASE 


SPEEDOMETER 
SHAFT CONNECTION 


WATER OUTLET 

FIG. 3 


FRONT 
. .ENGINE 

i SUPPORT 

Lj 

OIL PUMP 
F^^AVATER PUMP 
OIL PAN 


ENGINE 

SUPPORT 


CARBURETOR FLOAT CHAMBER 


I STARTER Vik W- 1 ; 

GENERATOR -*«W' 

chain -'-gmnniii 

adjustino ^,rrrr n l ai 

SCREW f j\ ■ 


OIL LEVEL 
INDICATOR 


CHAIN 
INSPECTION s f 
COVER 


SHUNT 
FIELD FUSE 


OIL PUMP 


COUNTERSHAFT 


DASH CONTROL 
CONNECTION 


drain 

PLUG 


REVERSE IDLER 
PINION BRACKET 


Dodge —see index under “Dodge” for information on various parts. See page 869 electric systemjpage 178 carburetor and page 648 for specifications. 



LEVER OIL FEL1 


BUICK SIX CVLINDER ENGINE 


•WATER PUMP 
' VALVt ROUER 


OIL GAUGE FLOAT | 
OIL DIPPER 


SPLASH Oil TROUGH 


VALVE SPRING CAP- 
VALVE SPRING 
VALVE 

VALVE CACE 
WATER JACKET 
COMBUSTION SPACE 

VALVE LIFTER 
PISTON 
PISTON PIN 
OIL PUMP DRIVE GEAR 


CONNECTING R00 

CRANK SHAFT¬ 
CONNECTING R( 

BEARING 

CRANK SHAFT BE ARINoJjjfp 
OIL PUMP 
FLY WHFFI ~ Iffi— 

FLY WHEEL HOUSING 
DBAIN PLUG 

LOWER CRANK CASE- 


WATER OUTLET 
VALVE ROCKER ARM 

SPARK PLUG 
fAN 

VALVE PUSH ROD 

EXHAUST MANIF010 
WATER INLET 
FAN BRACKET STUO 
FAN BELT 
VALVE LIFTER GUIDE 
VALVE LIFTER CLAMP 
TIMING GEARS 
FAN PULLEY 

-CAM SHAFT 

CAM SHAFT BEARING 
UPPER CRANKCASE 
STARTING NUT 
GEAR COVER 
■TIMING GEAR HOUSING 


'CHECK VALVE 
'CRANK CASE OIL f 


WATER. OUTLET - 

INTAKE MANJFOID - 
EXHAUST MANIFOLD - 

VACUUM TANK 


BUICK SIX 




- BRAKE LEVER. 

- BRAKE PEDAL 
CONTROL LEVER 

CLUTCH PEDAL 
OIL OUTLET 



TRANSMISSION 


■FEY WHEEL HOUSING 


CLUTCH DRIVEN 
PLATE- 


CLUTCH DRIVING 
—PLATE 


CLUTCH PLATE 
FACING 


CLUTCH 
- PEDAL 


CLUTCH RELEASE 
BEARING RETAINER 



CLUTCH GEAR 


Buick Six. 


TRANSMISSION CASE 

CLUTCH RELEASE 
ADJUSTING NUT 




DRIVING 

PINION 


PINION SHAFT 
ADJUSTING NUT. 


DIFFERENTIAL 

BEARING 


PINIO N SHAFT 
ADJUSTING SLEEVE 
ADJU STMENT 
SLEEVE LOCK 
INNE R PINION 
SHAFT BEARING 


DIFFE RENTIAL 
ADJUSTING SLEEVE! 


CAM S HAFT 
GREASE CUP 


BRAKE CAM 

shafTsA 


1 BEVEL RJNO GEAR- 
'-5PRING SEAT 
-SPRING SEAT OILER 
^RUBBER BUMPER / 


-DIFFERENTIAL CASE 
-DIFFERENTIAL HOUSING COVER 


TRUSS ROD 


FILLER 


r BEVEL RING GEAR 

-DIFFERENTIAL CASE 

-INTERMEDIATE GEAR- 
-SIDE PINION 
/-SPIDER 


SECTION THROUGH 
SPRING SEAT 


DRIVING 

FLANGE 


BUICK SIX 
REAP AOCLE 


PROPELLER SHAFT 


OUTE R PINION 
SHAFT BEARING 


DRIVING PINION 


OIL SHEDDER—-- 

GREASE FILLER PLUG 
VAIN SHAFT NUT- 

HUB CAP- 

DRIVING FLANGE— 
HUB BEARING—>—^ 
BRAKE DRUM-•" 


— BRAKE BAND 
WJ INTER NAL 

& BRAHE BAND 

^-—TOGGLE UNKS 


GREASE DRIP- 


‘•ADJUSTING SLEEVE LOCK 
-BRAKE LEVERS 


The Buick 1918 line was composed 
of three models. Two sixes. The 
only material difference was in the 
wheel base, 118" and 124"—the en¬ 
gine being the same. 

The 1920 Buick line is composed 
of six models of cars: Model K-aix- 
44, a three-passenger roadster; model 
K-six-45, a five-passenger touring car; 
K-six-46, a, touring coupe; K-six-47, 
a five-passenger touring sedan; K-six- 
49, a seven-passenger touring car; K- 
six-50, a seven-passenger sedan. 

Engine on all models is the same six 
cylinder type with valves-in-the-head, 
3%" bore by 4%" stroke, semi-steel 
bloc castings. Valves are mounted in 
cages—see page 109. 50 actual brake- 
horse - power. Cooling, centrifugal 
pump and cellular type radiator; 
lubrication, circulating splash oper¬ 
ated by gear pump driven by spiral 
gears from cam shaft; carburetor is 
the Marvel shown on page 179, with 
vacuum fuel feed system explained on 
page 165; Ignition, high tension jump 
spark system—Delco electric system, 
Delco single wire. Clutch, multiple 
disc, dry plate; transmission, 3 speed 
and reverse, 3.36, 1.76 and 1 to 1 on 
first, second and third gears, and 4.32 
to 1 on reverse, selective .type—see 
page 497 for gear shift; rear axle, full 
floating type with 4 to 1 ratio on 118" 
wheel base and 4.615 to 1 on the 124" 
wheel base car—see page 557 for type 
of rim used. 

Buick Four. 

This model was discontinued in 
1917. The size of engine used on 
the Buick Four was 3%x4%" stroke. 
Pump cooled, splash lubrication — 
Delco electric system—cone clutch— 
% floating axle. 






















































































































































































































ASSEMBLY OF CAR. 


17 


Lights. 

Automobiles are required to carry two lights in front, and another, called 
the tail light, in the rear. The rear light is required for the benefit of the Fire 
Department—to avoid accidents of rear end collision. To make driving at 
night safe, there are usually head lights which burn acetylene gas or elec¬ 
tricity. 

Electric lights are the most popular; a storage battery supplies the elec¬ 
tric current; when the battery runs down it is recharged from an outside 
source, but if car is equipped with an electric generator, run from engine, 
the battery is kept charged by the generator. (This subject treated fur¬ 
ther on). 


Accessories. 

Speedometers show the speed in miles per hour, and are operated by 
flexible shaft driven from the front wheel or transmission shaft. 

Odometers show the number of miles traveled, either on one trip or dur¬ 
ing the entire season. Speedometers and odometers are often built in one 
case, for the sake of compactness, one cable driving both. 

Grademeters show the per cent of grade the car is climbing. 

The horn for automobiles is sounded by pressing a rubber bulb, and the 
tube from the bulb to the horn is long enough to have the former at the 
driver’s seat, and the latter well forward. Another form of alarm is blown 
by the pressure of the exhaust from the engine, and it is sounded by pressing 
on a foot pedal. Exhaust whistles are the name of these horns, and the 
sound is very much like a locomotive whistle. 

The electric horn is the most popular. It will be explained farther on. 

Bumpers are placed in front of the car and sometimes in the rear. They 
protect the radiator and lamps and are well worth the investment (see fig. 
10 page 26). 


Wheel Base, Tread. 

The wheel base of an automobile is the distance (in inches) between the 
rear axles and the front axles. The long wheel base rides easier than a short 
wheel base. The frame must be sufficiently stiff, however, to prevent sagging 
from the weight on same. The wheel bases vary from 80 inches on runabouts, 
to 144 inches on larger cars. 

The tread (also called track) is the distance the two wheels are apart 
measured parallel with the axle. The standard tread is 56 inches, measured 
from center to center. 

The treads of wagons and carriages vary in different parts of the country. 
In the Southern states it is 60 inches, in the West 48, and most of the other 
parts of the country 56 inches. Small, light cars are sometimes made with a 
smaller tread than 56 inches, but it is exceptional. 

The clearance is the distance from the lowest point of the car to the road. 
For rough roads, a greater clearance is required than for smooth roads, as 
a high place in the road would strike parts of the machinery that hung too 
low. The front axle, which is solid and heavy, is usually curved down in the 
center, so that it will be the first part of the car to strike a high place, thereby 
protecting the delicate parts behind it. 


18 


DYKE’S INSTRUCTION NUMBER TWO. 


/ 


INSTRUCTION No. 2. 

DRIVE: Chain: Propeller or Shaft Drive. Worm Gear Drive. 
Radius Rods. Torsion Rods. Drive Reduction. 

The power from the engine is transmitted through the transmission; 
and is applied to the propelling of the car by those parts called the drive. 

There axe three types of drive; one the double chain drive, requiring a 
dead rear axle, and the other the single chain drive (seldom used), and the 
shaft or propeller shaft drive, which requires a live rear axle, (see chart 13.) 

^Double Chain Drive —see chart 11. 

The double chain drive is seldom used on pleasure cars, but is used quite 
extensively on trucks, f Trucks use chains, because trucks carry heavy loads 
and usually have solid dead axles. 

When, as is usual in cars of this type of drive, the engine is in front, the 
crank shaft is parallel to the sides of the car, and therefore at right angles to 
the rear axle. The power developed at the crank shaft must therefore be 
turned at right angles in order to apply it to the wheels. (See fig. 1, chart 
13.) This is done by means of bevel gears, which are in the transmission case. 

The power is transmitted from the crank shaft of the engine to the square 
shaft of the change speed gear by gears, as explained farther on. The square 
shaft carries a bevel gear that meshes with another bevel gear carried on the 
jack shaft (see fig. 1). 

The jack shaft passes across the car, running in bearings in the gear case 
and on the frame. It is held so rigidly that while it is free to revolve, its bevel 
gear is always in correct relation to the bevel gear on the square shaft of the 
transmission. 

The jack shaft is in two sections, between the inner ends of which the dif¬ 
ferential is placed, the differential, of course, being in a housing to side of 
the bevel gear that drives the jack shaft. 

At each end of the jack shaft, outside of the frame, is a sprocket which 
is in line with a corresponding sprocket on the rear wheel of that side (see 
fig. 2, chart 13). Over each pair of sprockets passes a chain that transmits 
the revolutions of the jack shaft to the wheels which run loose on the ends 
of the dead axle. 

The chain most commonly used for automobiles is called a roller chain. 
It consists of side pieces in pairs, each pair being secured to the adjoining 
pairs by rivets passing from side to side. On these rivets are steel rollers 
which revolve as they touch the sprockets. These rollers fit the space between 
the teeth of the sprockets, and as the chain bends around the sprockets the 
rollers are stationary, while the rivets turn inside of them. 

To^ive the best service, chain must run true; that is, the sprockets over 
which they run must be in line, the links of the chain must fit the teeth, and 
the sprockets must be exactly circular. If the sprockets are out of line, the 
chain will be forced to bend sideways. If the links do not fit the teeth, there 
will be a grinding that will cause rapid wear, and there will be danger of the 

‘For care and adjusting of chains, see instruction on trucks; also refer to this subject on 
double chain drive. 

tThe modern type of truck uses the worm gear drive. 


DRIVE SYSTEM. 


19 


chain jumping off. If the sprockets are not exactly circular, during one part 
of the revolution the chain will be slack, and during the other part will be 
drawn tight, stretching it. 

The double chain drive has advantages on heavy cars. By its use the 
weight of the car is carried by a solid or “dead’ 7 axle, which is lighter than 
a divided “live” axle of the same strength can be. If a solid axle is bent, 
it can be straightened easily, while it requires an expert mechanic to straighten 
a bent live axle. 

The disadvantages of a double chain drive are the difficulty of properly 
lubricating the chains, their rapid wear in consequence, and the liability of 
chains to stretch and jump* off the sprockets. 

The worm gear drive for trucks with substantial axles of the “live” 
type are now considered superior to the double chain drive. 


Single Chain Drive —see chart 11. 

This type of drive is now seldom used, and was formerly used only for 
cars with engines of small power, in which the engine is usually horizontal, 
with the crank shaft lying across the car and parallel to the rear axle. 

A planetary change speed gear or transmission is usually used in a car 
of this type, and its sprocket is in line with the sprocket mounted on the 
differential on the “live” rear axle (see chart 11—also fig. 5, page 47). 


Clutch Pedal 



Drive Shaft 


TRANSMISSION 


Differential 


Crankshaft 


Engine 


Revel Driven 

Bevel Driving (,ear ' 

Pinion' 

Universal Joint 


CLUTCH 


The modern method for driving the rear axle is by means of a propeller type of drive shaft with a 
bevel driving pinion and bevel driven gear on differential on rear axle. 

Commercial cars with shaft drive instead of double chain drive often use the worm drive, see page "21. 


*Propeller or Shaft Drive —see chart 11. 

In this type, a shaft connects with the square main shaft of the differential 
and is extended to the rear axle, where it ends with a small bevel gear called 

the axle drive bevel pinion. 

This driving pinion meshes with a bevel gear on the differential 
that is mounted between the inner ends of the two parts of the live rear axle, 
called the axle drive bevel gear. 

The propeller or driving shaft, always has one, and often two, universal 
joints in between the.gear box and drive pinion on rear end, so that the mov¬ 
ing of the rear end as the axle receives the jolts of a rough road does not 
affect its driving. 

The bevel gears are contained within a casing or housing that supports 
the bearings for the parts of the axle, and also the end of the driving shaft, 
so that the bevels are held in the same relation to each other, regardless of 
the moving of the axle. 
































20 


DYKE’S INSTRUCTION NUMBER TWO. 


FaO/US foo 


JPR/H6‘ 


C=LJi 


JACK SHAFT 


OlFFERPHTUL 



CHAH6E SPEED 

Gear 


'Frame 


S5E 


jjjjiTf J1TI ITTijl. ii n ~ii 

Q ' FHOH/3 foo. 


Sprocket 


Fig. l. 


£f#/A/G 



Frame 


DISTANCE OA A AO/US RODS 


SF/ftMO 


frame 


OftWMc Bezel gear 

FRO WFFE/tEHTtfiL 



Charge Spezo 
Gear 


TORS/OH R 00 


Fig. 3 


CHART NO. 13 Explaining the Radius Rod, Torque Arm or Torsion Rod and Jack Shaft. 































































































































DRIVE SYSTEM. 


21 






The advantages of this type of drive are that all of the moving parts are 
enclosed and protected from dust, and run in grease or oil, which means 
perfect lubrication. 

The disadvantages of a divided or split rear axle, are the difficulty of 
keeping the bevel gears in exactly the correct relation to each other, because 
of the bending or springing of the axle, and the troubles that may come from 

the general weakness of 
a live axle. (This trouble 
has now been overcome. 
During the early days it 
was a source of bother.) 


WORM 


SPUR GEARS 


WORM GEAR5 


HELICAL OR 
SPIRAL OR 
SKEW GEARS* 
NOTE BELOW 
HOW THIS 
GEAR CAN 
BE PLACED 
RIGHT ANGLE. 


BEVEL GEAR 

BEVEL P.NION 

SILENT CHAIN 


DOG CLUTCH 


SILENT CHAIN SPROCKET CHAIN 


Note the different methods of driving. Bevel gears are 
used extensively on rear axle drive systems. Worm gears 
are also used on rear axles. Helical gears, silent chains 
are used extensively for magneto, electric starter and 
generator drives. Spur gears and the dog clutch are used 
in the gear box. 

:j:The worm drive gears are fast becoming 
especially on commercial cars (see illustration 


fGears. 

Bevel .gears must be 
cut more accurately, and 
meshed more carefully, 
than spur gears. They 
are used principally for 
driving the rear axle (see 
page 32). 

To transmit power 
without more loss by fric¬ 
tion than can be helped, 
there must be as little 
play as possible without 
having the teeth bind. 

fThe setting of bevel 
gears requires careful ad¬ 
justment, for if incor¬ 
rectly meshed they will 
be noisy, and will wear 
rapidly. 

popular for rear axle drives, 
above). 


The spiral bevel, which is often referred to as helical gear is similar to 
the worm. The worm gear makes a wiping contact and the helical more of a 
rolling contact (see page 35). The “skew” gear is the same as the helical 
gear. This type gear is also used to drive ignition systems, etc. 

Silent chains are used principally for driving generators, magnetos, cam 
shafts, etc. (see index). 

Sprocket chains are used to drive the rear wheels in chain driven cars. 

*Radius rods: are mostly used, on commercial cars using double 
chain drive. They extend from a point along side of the frame in line with 
the jack shaft, thence to rear axle. Therefore they keep the chain at the 
proper tension and the distance from sprocket to sprocket the same, no matter 
how rough the road. A turn buckle is provided to adjust (see fig. 2, chart 13). 

Many manufacturers however, have now discarded the radius rods entirely. 


*Also called “strut” or “distance” rods. fSee rear axles in repair subject and supplements. 
tBevel gears for final drive are of two types; the “ordinary bevel” and the “spiral bevel” 
(often referred to as the helical). 

Jin principle the worm drive is a simple arrangement; the usual bevel gear and pinion are replaced 
by a specially-shaped hollow helical-toothed gearwheel and worm, the latter engaging in tho teeth of 
the gearwheel, the axles of tho two shafts being at right angles. When accurately made, worm gears 
run with great smoothness and silence. The worm may engage either from above or below the gear¬ 
wheel. The angle of the worn and gear may be as much as 45 degrees. The worm (W) is made 
of hard steel and the wheel (B) of bronze. 






















































22 


DYKE’S INSTRUCTION NUMBER TWO. 


The Torque Arm. 

A torque arm (“torque” means turning movement or twist) is used on 
shaft driven cars. It extends from the cross member near the transmission 
to the housing on the rear axle, (construction varies). 


A usual construc¬ 
tion is shown in illus¬ 
tration. Note the arm 
(N), extending from 
the rear axle housing 
to a spring arrange¬ 
ment or torque pillar 
attached to a cross 
member, in line with 
the drive shaft (see 
illustration (S-N). 



A. Propeller-shaft. 

B. Bevel pinion. 

C. Crown bevel wheel. 

E. Driving axles. 

F Differential bevel gear pinions. 

G. Axle casing. 

H. Brake applied by pedal 

K. Universal joints. f ront spring uutsai**/ TT , . • 

M Worm wheel housing. R. Rear spring shackles. W (Jn the xlOtCUKlSS 

N. Torque rods. S. Torque piUar. , ^ i 

drive the torque and 

drive is taken through the rear springs. The main leaf of each of these is 
made strong enough for this added duty, and the construction does away with 
torsion tubes, torque* arms, and radius rods. On many cars the propeller shaft 
housing is made very heavy and acts as the torque arm. 


If it were not for the torque arm, the revolving of the bevel gears would 
tend to revolve the rear axle housing, instead of revolving the axle shafts 
alone. While the construction of the rear axle would of course prevent this, 
there would be considerable play in the course of time, and the driving shaft 
might be strained and sprung out of line. The torque receives this strain, 
and protects the driving shaft. In other words it resists the torque of the 
rear axle when power or brakes are applied (see note on page 32). 


Drive Reduction. 

In all but racing cars, the speed of the crank shaft is reduced so that 
the road wheels turn once while the crank shaft revolves from three to four 
or four and one-half times with the high speed gear engaged. 

On cars with single chain drive, this is done bv having the transmission sprocket 
smaller than the axle sprocket. 

If the reduction is to be three to one, that is, if the crank shaft revolves three times 
to once of the axle, the axle sprocket will have three times the number of teeth that the 
transmission sprocket has. 

On shaft driven cars, the reduction is made at the axle drive gears. The gear on the 
axle is given as many more teeth than the pinion on the driving shaft as is necessary 
for the reduction that is required. 

In the worm drive (see pages 32 and 35) the reduction is governed by the angularity 
of the teeth and not by the ratio. In other words the size of the worm could be changed 
without its changing the speed. (The angularity of course would have to be the same in 
both cases.) 

To make the point clear as to just how the speed reduction is brought about in the 
worm drive, imagine the screw thread on a vise shaft which draws the jaws together. 
If that thread is coarse or has only a few to the inch, the jaws would move towards each 
other rapidly and of course would take some power to move it; if, on the other hand 
there were quite a number of thre*>ds to the inch the jaws would move slower but it would 
take less power to exert the same pressure. 

The reduction on side chain cars is sometimes made at the bevel driving the jack, but 
usually at the sprockets. 

Racing cars, or high powered touring cars for use over good roads, apply this reduc¬ 
tion for the direct drive, but by the use of gears in the transmission may bring the speed 
of the wheels to the speed of the crank shaft, or even more. 

When the “gear ratio” of a car is spoken of, it is this reduction that is meant. A 
car spoken of as having a “gear ratio of 3% to 1” is one in which the drive shaft 
makes 3% revolutions to one revolution of the road wheels on the high gear. 
























STEERING, SPRINGS AND BRAKES. 


23 


INSTRUCTION No. 3. 

* STEERING, SPRINGS, BRAKES: Principle of Steering. Springs 
and Brakes. 


**Steering. 

The principle: Pulling on one of the reins swings the horse to that side, 
in steering a wagon. The'shaft or pole is attached to the axle, and the axle 
is pivoted to the king pin, all swing with the horse. 

If you go straight ahead, the front and rear wheels of any vehicle move 
in straight lines. To make a turn to one side or the other, the front wheels 
are swung so that they are at an angle with the rear wheels. 

Whenever the front wheels stand at an angle with the rear wheels, the 
vehicle will turn, and it will continue to turn until the front wheels are swung 
back to a straight line again. 

In a horse-drawn vehicle, the front wheels are square with the axle, for 
wheels and axle swing together. (See fig. 1, chart 14.) 

In an automobile, the front axle does not swing, but each wheel swings 
on a pivot at the end of the axle. 

It would not be practical to steer an automobile as a horse-drawn vehicle 
is steered, for the axle would have to be very heavy to support the weight, 
and besides, it would be so hard to swung it that steering would be difficult. 
Another reason is that the body w r ould have to be raised up high so the wheels 
could go under it in making a short turn. 

A fixed front axle is always used on automobiles. The pivots on which 
the front wheels swing must be as close to the hubs of the wheels as possible, 
for the closer they are the less leverage there will be to overcome, and the 
easier it will be to steer, also less liable to break. 

When a wagon or automobile turns a corner, it moves in the arc of a 

circle. 

In a horse-drawn vehicle, the front axle, because it swings on the king 
pin, always points to the center of the circle (see fig. 1.) Notice that both 
wheels and the axle are perpendicular to the same radius of the circle in 

fig. 1. 

The front axle of an automobile is fixed and cannot turn, and therefore 
only its pivoted ends point to the center of the circle (fig. 2.) Notice in fig. 
2, that the axle does not move, but that each v 7 heel moves. 

When running straight ahead, the front wheels of an automobile are 
square with the axle. When turning, the front wheels are not square with 
the axle, but at an angle with it. 

Because each wheel is square w T ith its axle end, and both axle ends point 
to the center of the circle, each wheel is square, or perpendicular to, a radius 
of the circle. If both were perpendicular to the same radius, which they are 
not, the wheels would be parallel with each other. 

Thus while the front wheels of a horse-drawn vehicle are always parallel 
to each other, the front wheels of an automobile turning a corner are not 
parallel to each other on the same radius. 

*See pages 684 to 691 for “adjusting brake” and pages 691 to 693, “adjusting steering.” 

Sometimes the driver will notice he can turn his front wheels farther to one side than the other. 
This is due to two causes: (1) the steering knuckle arms are not properly lined up; (2) the tire 
of wheel may strike the steering knuckle thrust arm. 

It is also noticeable that an automobile has a tendency to travel to the curb when running on the 
side of streets. This is due to the oval surface of street or if wheels are “cambered” too much, see 
page 683. 

••See also, page 691. 


24 


DYKE’S INSTRUCTION NUMBER THREE. 



Showing how a Front Axle of a 
horse-drawn vehicle gives the direc¬ 
tion a horse-drawn vehicle runs. 




Showing how the Front Wheels of 
an automobile give the direction 
the car runs. 

Front Axle. 

1 — Front Axle 

2— Steering Knuckle 

3— Steering Knuckle 
Arm 

5— Rod 
tv— Steering Arm 
Thrust Rod 
7—Knuckle Thrust 
Arm 


rr\ 


WORM &< SECTOR 
TYPE OF 5TEER//VQ 


Steering and Connec¬ 
tions. 

81—Steering Device 
Housing 

63— Steering Column 

64— Steering Wheel 

65— Steering Arm 

57—Spark Lever 

68—Throttle Lever 

71— Spark Lever, bell 
crank connecting 
through bevel to 
spark lever on 
Wheel 

72— Throttle Lever, 
bell crank con- 
nec ting with 
throttle lever thru 
a s h a ft, thru 
steering column, 
with throttle 
lever. 68 

W—Worm Wheel 

S—Sector. 


Spark Lever (67) connects by a rod (which runs through the hollow steering post) 
and operates through bevel gears the Bell Crank (71), which in turn operates the timer 
on the engine or contact box on magneto, and advances or retards the spark in 
cylinders of engine. 

Throttle Lever (68) connects by a rod, through bevel gears, and operates the bell 
crank (72), which in turn is connected by a rod with the throttle valve on the carbure¬ 
tor, and controls the speed of the engine by opening and closing a valve which 
admits or cuts off the gas supply. 


CHART NO. 14 —Explanation of Steering. Steering Gear, Parts and Connections. 
Spark and Throttle Lever System on the Steering Device. 
































































































STEERING, SPRINGS AND BRAKES. 


2u 


The steering mechanism must be so arranged that the front wheels are 
parallel when the car is running straight ahead, but stand at an angle with 
each other when turning a corner. 

Each of the pivoted axle ends (2), which are called steering knuckles, 
has a steering arm (3 and 4) projecting from it. 

The ends of these two arms are connected by a rod called a drag link or 
tie rod (see fig. 5). When the drag link is moved endways, both wheels 
move with it. 

The two steering arms are not parallel, but incline a little toward each 
other. If they were parallel, the two wheels would be parallel, no matter how 
the drag link was moved. As they are not parallel, moving the drag link 
moves one of the wheels through a greater angle than the other, depending on 
the direction the drag link is moved. 

The old style of steering arrangement was a lever and rod running from 
the driver’s seat to the steering knuckle. This old style arrangement would 
reverse and was unreliable. In striking stones or ruts in the road the wheels 
could be thrown from side to side, and the driver would be obliged to grasp 
the steering lever firmly to keep the car straight. 

A bad place in the road might throw the handle out of his hand. While 
this is good enough for a light slow speed runabout or electric vehicle, it 
would be very serious with a large, heavy automobile. 

A device must be used that will swing the front wheels w T hen the steering 
wheel is turned, but that will keep the front wheels steady, and prevent their 
moving the steering wheel. 

This is called an ^irreversible steering gear, and while it is made in many 
ways, the chief types are the worm-and-sector, and the screw-and-nut or 
worm-and-nut, all shown in chart 14. 

**The worm-and-sector type consists of a worm (w), which is attached 
to the lower end of the rod moved by the steering wheel (64). Meshing with 
the worm is a sector wheel (s), so that turning the steering wheel turns the 
worm, and moves the sector wheel. 

Attached to the sector is an arm (65), which is connected to the steering 
knuckle by the connecting arm or rod (6). The end of arm (65) and arm (7) 
are ball shaped, and fit in a socket on the end of rod (6) so that the fit is 
always tight, whatever the angle between the arm and the connecting rod 
may be. The socket is often movable, with strong springs on each side to hold 
the parts together, and to take up some of the shocks of the road. 

The worm and sector are contained inside a ^netal case to protect them 
from dust, and to hold the grease in which they are packed. 

**The worm-and-nut type steering gear shown in chart 14, has a nut 
through which a worm passes. Instead of a “sector” the nut is used. 
The worm is fastened to steering rod. Turning the steering wheel moves the 
nut up and down. 

One arm of a lever fits in a groove on the outside of the nut, and the 
other end is connected to the steering knuckle by a connecting rod. Steering 
gears are usually built so that wear can be taken up. 

The breaking of any part of the steering connections is more likely to 
cause a wreck than the breaking of any other part of the car, and must be 
watched carefully. The parts must be kept tight enough to prevent play, but 
must not be so tight as to make steering hard. All parts must be kept lubri¬ 
cated, and the connecting rod, tie rod and knuckle joints are usually packed 
in grease and protected from dust by leather pockets that buckle over them. 


*A steering gear is said to be irreversible when an ordinary road wheel impact will be insufficient 
to turn the steering wheel. This is simply a question of reduction between the steering worm and 
cear the greater the reduction, the less reversible the system and likewise the slower the motion 
of steering the road wheels in relation to the movement of th.e steering gear Therefore a heavy 
«ar will be normally less reversible than the steering gear on a lighter car. **See also, page 691. 


26 


DYKE’S INSTRUCTION NUMBER THREE. 







POIHT 


FIG.® axle 

HaU Elliptic 8pring-Front. 


Half elliptic rear spring 
anchored on pins on end 
of Irajtvo. 


FULL 

elliptic 


Full Elliptic Spring 


Throb 


Elliptic Springs, 


Fig. 8. A half-elliptic spring for front. Fig. 3. A 
spring for the rear. Fig. 2. Three half-elliptic spring 
t ery popular type of spring for rear suspension. 


half-elliptic spring for the rear. Fig. 1. A full elliptic 
s for the rear. The cantilever spring page 27 is a 



Fig. 10. Bumpers are placed on the front and 
quite often on the rear of the car to protect the 
radiator and lamps and rear of car. See also, page 
736, 514. 



Fig. 9. Friction type of shock absorber consists 
of a single arm, A, and a double arm, B, friction- 
ally joined by bolt, C, and adjusting nut, H. Arm 
A works between the two members of arm B, giv¬ 
ing a straight up-and-down movement, and the arm 
A being made of spring steel allows for any side- 
sway. The arm A carries a flanged cover, D, form¬ 
ing a cup-like space on each side. In these spaces 
are placed the friction plates, which are self-lubri¬ 
cating and highly impervious to wear. By screwing 
sufficiently on adjusting nut, H, any desired degree 
of friction may be obtained. 

Adjustment dial, F, and indicator, G, provide 
means of securing the correct tension for the car. 
A spider compensating spring, E, takes up any little 
wear automatically, keeping the friction uniform 
after the adjustment has been made. 

The arms A and B are joined to the frame and 
axle by two frictional joints, which also can be 
regulated. Above type is the “Hartford,” see 
page 732 for the “Connecticut.” 



Fig. 7. Air spring or plunger type shock absorber 

consists of an air chamber made up of two sections, 

one of which 
telescopes into 
the other. The 
outer section 
is attached to 
a bracket on 
the frame of 
the car (A). 
The inner sec¬ 
tion is attach¬ 
ed to one end 
of one of the 
springs, (B). 

The cham¬ 
ber is partly 
filled with oil, 
through the 
filling -plug 
hole under 
the cap (C). 
The filling- 
plug is fitted 
with an ordin¬ 
ary Schrader 
tire type of air valve through which the chamber 
may be charged with air at any desired pressure, 
by means of an ordinary tire pump. 

The oil in the chamber seals the packings of the 
telescoping joint and prevents the air from leak¬ 
ing out. 



The mechanism inside the 
chamber is a small oil pump 
which is worked automatically 
by the up and down flow of oil 
past the flat piston (D), when¬ 
ever the air spring is compress¬ 
ed or extended. A trifling 
amount of oil which is always 
passing by the packings when 
in motion keeps them thorough¬ 
ly lubricated The surplus drains 
into a collecting pocket, and the 
automatic oil pump delivers it 
back into the cushion chamber. 

The oil passage surrounding 
the piston D is purposely re¬ 
stricted in order to retard the 
quick reaction of the spring, 
and thus prevent the disagree¬ 
able and dangerous catapult ef¬ 
fect that is so apt to throw 
passengers from their seats 
when the car is passing over 
“thank - you - ma’ams,” car 
tracks or other road obstruc¬ 
tions. 

All of the time that the spring 
'"SMSSSSr is in action . air is being drawn 
Q in through filtering material in 
° the “breather” E, and blown 
out through suitable passages 
in such a way as to keep tha 
telescoping joint free of du>t 
and dirt. (Westinghouse.) 


CHART NO. 15—Springs. Shock Absorbers. 





































































































STEERING, SPRINGS AND BRAKES. 


27 


*Springs —see chart 15. 


All vehicles intended to move at more than a very slow speed must be 
provided with springs. Springs not only protect the occupants from the vibra¬ 
tions of a rough road, but also keep the machinery from being shaken to pieces. 

The size and strength of the springs depend on the weight of the vehicle. 
Springs that are too weak will not give sufficient protection and if they are 
too strong they will not have enough resiliency. 

Types of springs in general use are : Full elliptic, three-quarter elliptic, 
half elliptic and cantilever. 



FI6.® Compensated contileve* spring* 


spring. 


O'"'** *l . 

^ 00 1110 lr ‘ M ' ‘ hu * relieving tbe lime or twlttln* eireese.. 



The three-quarter elliptic rear 
spring. A type seldom used. 


The full-elliptic was formerly used on a great many 
cars for the rear, as per fig. 1. In some instances it was 
used in front. 

Other types of rear spring suspension are shown in 
figs. 1, 2 and 3, also the cantilever, fig. 4. 

The cantilever spring system (fig. 4) is probably the 
most popular present day practice. The illustration 
shows how it compares with the ordinary half-elliptic 
principle shown in fig. 3. 

In the cantilever spring the forward end is shackeled 
and the axle attached to the rear end. The center of the 
spring is attached to a trunion or bearing on the frame. 
Thus the spring has a certain amount of movement about 
its center. One good feature of this form of spring is 
that it reduces the unsprung weight of axle. The shaded 
parts of the respective springs show the comparative 
amount of unsprung weight. In the cantilever form of 
spring the heaviest part of if is supported by the frame. 

The half-elliptic spring (upper fig. 8) is used to a 
great extent for the front. 

*Breakage of a spring means breakage of one or more 
of the leaves. Breakage almost always occurs in the ex¬ 
pansion that follows a heavy compression, and not dur¬ 
ing the compression. In other words, it is the rebound 
that breaks the spring. 

Because the leaves slide on each other, they will 
wear and squeak if not properly lubricated. 

To lubricate between the leaves it is necessary to 
relieve them of the weight they carry. This may be 
done by jacking up the body, or taking the springs apart, 
and spreading heavy grease or graphite on the leaves. 
This is quite a job and is seldom done (also see index 
“lubricating springs.”) 


Shock Absorbers —see chart 15. 

As breakage will come during a rebound, devices called shock or jolt 
absorbers are attached to the springs to check their up movement, also to 
prevent jolting on rough roads. 

There are two types of shock absorbers in general use; the friction type 
and the air or plunger type. 

The friction type is shown in fig. 9. All these movable frictional parts offer a con¬ 
stant resistance to the vibration of the spring both ways, and it is easy to see that when 
the wheel strikes an obstruction, the arms come together, but instead of the flying back, 
as does the free spring, it is retarded by the friction and moves gradually to its normal 
position, since the friction is always the same, while the tension of the spring diminishes 
as it approaches its normal position. See also, page 732. 

The air or plunger type is shown in fig. 7 chart 15. There are other types of plunger 
type shock absorbers, but the two mentioned are most popular. 


♦See repair subject for repairing spring*. 























28 


DYKE’S INSTRUCTION NUMBER THREE. 





/L 

fOHN/NC 
SFAXt f FEOAL - 


RoHNtrtU 

BRAHE 

//- 


(■CAR 


SoX 


/(o 

RuMR/No 

/3sArte Reoal 


£merG£aicI 
BRAKE LBIER 

17 


77 

] &i£frO£rt< V 

L£V£/l 


CHART NO. 1(»—Brakes and Brake Systems. Explanation of the “Running” or Foot Brake and 

the 1 ‘ Emergency ’ ’ or Hand Brake. The hand brake usually operates the internal brake inside of 
the rear brake drums or the brake on transmission shaft. The foot brake operates the external band 
brake on the outside of rear drums. This is modern practice. 


R/O. S. RUNNING B/PAHE ON SHAFT 
INTERNAL p. A . £MEftCENCy S/9 ARE 
ON HE AH AkUL. INTERNAL OA. 


P/QC RONN/NG £ SNlrtRGEMCy 

BRAKES. COA/lSANA TION, &OTH 
ON SEAN W3EELS 


BRAKE 
UN IN 6 


BROKE 
BOKO 


DRUM 


PtG.l S INGLE ACTING, BAND BRAKE. 
external TYPE 


jP/6 2. DOUBLE ACTING BAND 
BRAKE. EXTERNAL TYPE 


P/03. INTERNAL EXPAND/HO 
DOUBLE ACT/A/G, BAND BRAKE . 


P/G. V. 

COMBINATION OF INTPRNAL ANo 
EXTERNAL. DOUBLE A CT/NG . BAND BRAKE- 





























































































































































STEERING, SPRINGS AND BRAKES. 29 

^Brakes —see chart 16. 

An automobile is equipped with brakes, usually on drums on the rear 
wheels, so that its motion may be checked or stopped when running or so 
that it may be held on the side of a hill. 

In a horse-drawn vehicle with steel tires, the brake shoes press directly 
on the tires, but as this would quickly ruin rubber tires, brakes for automo¬ 
biles are of other types. 

Because of the weight of an automobile, its brakes must be powerful in 
order that it may be stopped suddenly when necessary. 

Practically all automobiles are fitted with two sets of brakes, called the 
running service or foot brake and the emergency or hand brake. 

*The foot brake is applied by pressing on a foot pedal (16) and is the 
one most in use because of its convenience, and because it is used most when 
running. The foot brake is also called the service brake. 

The usual method of connecting the running, service or foot brake is by 
a contracting band on the outside of the brake drum on rear wheel hubs called 
the external contracting band brake. 

The emergency or hand brake is usually applied by a lever (17) at the 
side (or center) of the driver’s seat, so placed that he may apply his whole 
force to it. The emergency brake is seldom used while running. It is usually 
applied when the car is left standing, in order to keep the car from rolling 
down an incline. It connects in almost every instance with the internal ex¬ 
panding brake inside of the brake drum on rear wheel hubs, but occasionally 
will be found connected by a contracting band over a drum mounted on the 
main transmission shaft. 

The foot brake pedal is the right pedal on most all cars, see “operating 
a car.” 


Types of Brakes. 

Therefore summing up the types of brakes we might say there are but 
two distinct types in general use; the external contracting and the internal 
expanding type. 

The external band brake is a flexible steel band faced with an asbestos 
composition—called Raybestos or Multibestos. 

Setting the brake causes friction between the brake drum and the lin¬ 
ings, hence the use of asbestos composition. 

Band brakes are of two kinds: Single acting and double acting, the 

latter being an improvement over the former. 

The single acting band brake (fig. 1, chart 16) only binds when the drum 
is revolving in one direction, having very little grip when the drum is re¬ 
volving in the same direction in which the band is being pulled. This form 
is going out of use for automobiles, for it cannot be depended on to hold the 
car from running down hill backward. 

The double acting band brake (fig. 2), is taking its place, for it holds 
with the drum revolving in either direction. In this form, both ends of the 
brake are attached to the lever or pedal, and so arranged that while one end 
is being pulled in one direction, the other end is being pulled in the opposite 
direction. This binds on the drum so tightly that it may be depended on to 
hold the car in any position. 

♦ The running brake is now known as the “foot brake.” The emergency brake is now properly 
called the “hand brake.” 

See page 685 for “adjusting of brakes.” 


30 


DYKE’S INSTRUCTION NUMBER THREE. 


The brake shoe is a band that may either be drawn around the outside 
of the drum, called the external band brake, or expanded within it so that 
it bears against the inside wall of the drum, called the internal expanding 
brake. Sometimes the internal brake is made of metal. 

The external type of brake is usually of the double acting band brake 
type, and is always placed on the outside of the brake drum attached to hub 
of rear wheels. 



Fig. 7.—A combination of an internal 
expanding and external contracting brake 
system on brake drum of rear wheel hub. 
OB is the outer or external and IB is the 
inner or internal. B is the hand brake 
rod operating the internal brake. H, foot 
brake rod operating external brake. Ad¬ 
justment of external brake is made at F, 
G and 0. Adjustment of internal or hand 
brake is at A. It is turned up or lowered 
so as to have 1-64 inch clearance between 
brake drum and brake. (See page 691 
for “adjusting brakes’’ for further in¬ 
formation.) 


The internal expanding brake acts on 
the inside of drum (IB, fig. 7) and may be a 
metal shoe or metal faced with asbestos 
composition, but more frequently a band 
faced with an asbestos friction composition. 

The internal band brake formerly con¬ 
sisted of two shoes of metal, but the modern 
form is shown in fig. 4, chart 16. When the 
lever (B) is raised the wedge (C) forces the 
internal brake against the inside of the drum. 
This brake shoe is lined with Raybestos or 
some similar material. 

A combination of internal expanding 
and external contracting brakes are shown 
in fig. 4, chart 16. Lever (A) operates the 
external brake and lever (B) the internal 
brake. (See also fig. 7 this page, and page 
689). 


Brake Connections. 

There are two methods usually employed for the hand brake; (1) by con¬ 
necting hand lever with the brake on transmission shaft; (2) by connecting 
with the internal expanding brake inside of drums on the rear hubs. This 

latter method being the one in general use. 

The foot brake on most all cars connects 
with the external band brake on rear brake 
drums. It is used most and requires more 
attention. 

Brake Equalizers. 

When the foot brake pedal or hand 
brake lever is applied, the pull should be the 
the same on each brake on each wheel. If one 
brake rod is longer than the other the brake 
effect is not equal on both wheels, and this 
has a tendency to make the car skid. 

To overcome this, a brake equalizer is 
used, the principle of which is shown in figs. 
5 and 6, chart 16, and page 204. This is a 
rather crude illustration in chart 16, but it clearly explains the principle. In 
chart 100 the idea is more clearly explained. The brake equalizer, however, 
has been greatly improved as shown in illustration, fig. 8. Also page 32. In¬ 
stead of an equalizer, the rods (R) are placed in bearings and the rod (F) 
connects with foot brake and rod (II) with the hand brake. 

If a brake squeaks, it is an indication that it is dirty and needs cleaning 
The dirt clogs the pores in the surface of the lining and glazes it over. Gaso¬ 
line or, better, kerosene will remove the dirt. The wheel should be removed 
and the linings cleaned with a stiff brush, such as a tooth or nail brush. 



Fig. 8.—Note modern method of con¬ 
necting the two brakes in rear. 





























































AXLES, DIFFERENTIAL GEARS, BEARINGS. 


31 


INSTRUCTION No. 4. 

AXLES, DIFFERENTIAL OR COMPENSATING GEARS, 
BEARINGS: Front Axles. Rear Axles. The Differential: 
principle and application; the bevel and spur gear. Bearings: 
ball and roller. 


Front Axles. 

The front axle of a modern car carries most of tlie weight of the engine, 
and must at the same time withstand the shocks and jars that it receives 
through the steering wheels; it must therefore be strong and stiff. 

Front axles are of two types: tubular 
and solid (figs. 1 and 2). Formerly 
axles were made of heavy steel tubes, 
but steel drop forgings with a cross-sec¬ 
tion of the form of the letter I, is con¬ 
sidered to give better results. 

The center of the axle is usually bent 
down, so that it is the lowest point of 
the car except the wheels; this is done 
in order to protect the mechanism from 
being struck by high spots in the road. 
A rock or stump standing up high 
enough to hit the fly wheel, will first 
strike the axle, which is strong enough to withstand a blow that could easily 
damage the engine. 

The steering spindles are that part of the front axle on which the front 
wheels revolve and are made of nickel steel, heat treated. The steering 
spindles are sometimes fitted with either roller or ball bearings. The steering 
knuckle is that part which fits into the yoke of the axle. The steering arm 
(65) of the device (page 24) connects with the steering knuckle thrust arm 
(7), and movement of steering wheel, then guides the direction of the wheels. 

*Rear Axles. 

There are two types of rear axles; the dead axle and the live axle. 

Dead axles are stationary, with the wheels running free on the end of 
axle, and are usually made as shown in fig. 3. The wheels are usually revolved 
by chain and sprocket (see charts 11 and 13), and there is no provision in axle 
itself for driving wheels. 

Live rear axles is the name given to axles that revolve with the wheels, 
and are known as plain live axle, semi-floating axle, three-quarter floating 
axle, full-floating axle. 

A live axle on any type is made in two sections, the differential be¬ 
ing placed between its inner ends, this makes it necessary to support the axle 
parts in a strong housing and to brace it, in order that the parts of the axle 
do not sag or get out of line. 

The axle is contained in a housing which is a metal cover entirely sur¬ 
rounding it; the differential gear, which is in a smaller housing of its own, 
being also inside of the axle housing. The housing extends to the wheels, 



*See pages 544 to 546 for make of axles used on leading ears and page 069 for “rear axle 

pointers.’ ’ 




SPO*E 


32 


DYKE’S INSTRUCTION NUMBER FOUR. 



Construction of a Rear Axle—(Marmon). 

Illustrating rear axle complete with bevel driving gear (E). Differential (bevel pinion 
type). The actual driving axles do not support any dead weight. The road wheels run 
on ball bearings (I) carried on the outer sleeve or casing of the axle. The details are 
as follows:—(A) propeller shaft connection. (B) driving pinion shaft. (C) ball thrust 
bearings. (D) bevel driving pinion. (E) large bevel. (F) differential gear. (G) half 
of driving axle. (II) tubular outer casing or sleeve. (I) ball bearing for wheels. (J) 
driving ends of axle (squared or keyed). (K) roller bearings in differential case. (L) 
drum of internal and external brake. (M) hub of detachable wire wheel. (N) casing 
enclosing bevel gear and differential. 

Note—The power is transmitted from driving bevel (D) to large gear (E)—this being bolted 
to the case of the differential (F)—thence by the inside pinions to each half of driving axle. It is 
usual to “anchor” the outer casing enclosing the differential gear to the chassis by meAns of torque 
or hound rods bolted to the upper and lower point 3 of the gearcase which counteract the tendency 
for the whole casing to twist round from the reaction of the driving effort. On some cars the rear 
springs are made to serve as torque rods. 



Fig. 3—A single chain driven live rear axle— 
now obsolete. 


Double rou Bail 
Bearings 



Fig. 4—Over-type 
worm drive rear 
axle with inspec¬ 
tion cover plate re¬ 
moved exposing the 
gear. 


eejtruHc 



CiFFtMirriAu 


CurrtM iocw*c 

HUO to AtlXt 


AJU A 


BAAtt OAih. 


Fig. 2—Full floating live rear axle with roller bearings. 


CHART NO. 17—Rear Axles. 

















































































































































































































AXLES, DIFFERENTIAL GEARS, BEARINGS. 


33 


and is enlarged at those points to take the ball or roller bearings. These 
bearings run between the axle and the inner side of the housing, or as shown 
in figs. 5, 6 and 7. 

There are also bearings at the inner ends of the two parts of the axle, 
close to the differential. The axle housing of this type must be heavy, as it 
supports the weight of the car. 


Types of Rear Axles Explained. 

Plain live axles: have shafts supported directly in the bearings at center 
and at ends, carrying a differential and road wheels. This type is now prac¬ 
tically extinct. 

*Full floating type of rear axle: the weight is taken from the axle, and 
supported on the housing through which the axle passes (fig. 5). 


The hubs of the wheels are outside of the housing, and the bearings are 
between the inside of the hub and the outside of the housing (fig. 5). 

The axle passes through the housing, and the ends that project are square; 
over these square ends fit caps that screw or are bolted to the outside of the 
hub. Thus when the axle revolves, the caps transmit the movement to the 
wheels. As the wheels run on the housing, the housing supports the weight, 
the axle serving only to turn the wheels. By removing the caps, the parts 
of the axle may be drawn out without removing the wheels, which hold up 
the car whether or not the axle is in place. 

By jacking up the car to take the weight from the wheels, they may 
be drawn off the housing. The live axle is not continuous, but is divided in 
the center (see chart 18). 

In the “ semi-floating ” type, more properly- 
called the “fixed hub” type (see figure 6), the driv¬ 
ing shafts turn freely within the housing. At their 
outer ends they are fixed in the hubs of the wheels 
and carry the bending stresses as well as the torque. 
The hub of wheel in fig. 6 is fitted to shaft (F) with 
Woodruff keys and nut (N) which serve to secure 
wheel to shaft. Hub cap is merely a protection to 
end of hub. 

In the “three quarter floating” (figure 7) or 
better the “flanged shaft” type, the housing ex¬ 
tends into the hubs of the wheels as in the “full 
floating” type, but the ends of the driving shafts 
are connected rigidly by flanges with the wheels so 
that the shafts take almost all the bending stresses 
and all the torque. In the flanged shaft axle, espe¬ 
cially when only one hearing is used under the cen¬ 
ter of the wheel, the stresses are quite similar to 
those in the fixed hub type. 

In the “full floating” type of axle (figure 5) 
all the bending stress due to static force and skid¬ 
ding force is carried by the housing. The driving 
shafts turn freely within the housing and bear only 
the “torque” or stress of turning the wheels. The 
shafts are said to float within the housing. 

In the full floating axle the shafts can be more 
easily removed for repairs. This is an advantage. 
It is necessary to make the full floating somewhat 
heavier than the fixed hub type for the same capacity. 




J 

TT 


— — •s'wL 

lei 

— -X.PTF 

rig. 6 Fixtd fiul 'x 

-Semi-floating rear axle, v 

FLANGE 

\ 1 


Xt 


r~\ 

— X? 

Fig. 7 Three-quarter Floating or Flanged Shall 

CAP 

J 

— ROLLER 66ARINS1 

- mm 

ES 

f 

fifi . 

AXLE SHAFT - 

1“- f 

Fig". 5 Full Floating 


♦See also index for “axles, full floating;” and “removing axles.” see pages 669 and 932. 

In the fuU floating axle the entire differential can be removed by unscrewing 4 holts (after 
cover nlate is removed). In the % floating, two gears must be removed first, before differential 
can betaken out. and in the semi-floating, the entire housing must be removed from car, see page 669. 
















































































34 


DYKE’S INSTRUCTION NUMBER FOUR. 



Q*veJ 

Drive 


JDifltrt ntiai 
Case \ 






\ a / ^ . 


3KS5SCS3 


D ifjerenttaf^y 


Road 

Wheel 


itnton 


Wheel 


rvurro 

Wheel 



on Am 


A%LC 


no us mu 


os yet. cfAff \ 

on riovSWC 


Fig. 1.. .Expaining how the bevel gear type of differential is connected to the bevel drive (E) 
gear on the rear axle inside of the housing. A—is the floating type of rear axle which is not solid but 
split in the center. E—is a small bevel gear on end of axle which meshes with small pinions. D— 
pinions revolve on a spindle which is attached to a housing cast or bolted to the large bevel drive 
gear R. R—is the large bevel drive gear which is driven by the drive pinion P. P—is the drive pin¬ 
ion connected with the drive shaft. B—is the other half of the rear axle which has on its end the 
bevel gear 0. C—meshes with the gears D just the same as the other half of axle. 

"•«*'* \ ,1 shaft 


AllE 


Of re i cfAQ on housing 


s » 


Fig. 2. Shows the construction of the bevel gear type of differential. 



Fig. 3—Explains why a differential is necessary. In turning a corner the outside wheel (A) 
must turn faster than the inner wheel (B). Therefore a gear to allow for this compensation of the 
variation is embodied in the differential gear. 


CHART NO. 18—Differentials: The Bevel Gear Type and the Spur Gear Type. Dif¬ 
ferentials are sometimes called Compensating: Gears. 














































































































































































































AXLES, DIFFERENTIAL GEARS, BEARINGS. 35 

Types of Rear Axle Drive Gearing. 

The different types of live rear axles can be driven by bevel gears, spiral 
or helical bevel gear, worm, double reduction gear or single chain. 



Fig. 1.—Straight tooth 
bevel gears. 



Fig. 2.—Spiral tooth 
bevel gears. 



Fig. 3.—The worm 
type of gear. The 
worm (W) can be 
overhead or under¬ 
neath worm wheel 
(B). 


The straight tooth bevel gear is a popular type for pleas¬ 
ure ears. 

The power from the engine is transmitted at right angles 
to the rear axle and the road wheels by means of a bevel gear. 
This consists of a small bevel pinion (P) meshing with a 
similarly toothed wheel, but much larger in diameter and 
known as the axle drive bevel gear (W). The ratio of 
the diameters of these gears ranges from 3% to 1 to 4% to 
1, and this ratio determines the “high gear’* or direct drive 
of the car. The conical shaped box or casing in the 
center of the drive gear contains the differential gear. The 
thrust or pressure between the two bevel gear wheels is very 
severe and this thrust-friction is taken by the ball bearings 
which are shown at “C, ” top of page 32. 

The spiral or helical tooth bevel gear is also being used 
on pleasure cars to a considerable extent. This type if accur¬ 
ately made is very silent—see page 673. 

In a straight tooth bevel gear any given tooth goes in and 
out of mesh at one time along its entire length. In the helical 
bevel the meshing starts at one end of the given tooth and 
gradually moves towards the other end. Therefore, two heli¬ 
cal teeth are in mesh at all times. 

The worm and worm gear is used quite extensively on 
electric and commercial cars or trucks where a large reduc¬ 
tion of gearing is necessary. It is replacing the double chain 
drive. It is made with the worm overhead, or underneath. 
The worm drive is very quiet and efficient. Worm gearing ii 
destined to become popular on the gasoline pleasure car also. 
(See fig. 4, page 32, and page 14.) 

Double reduction gearing refers to the type formerly used 
on the Cadillac. See index for “two speed rear axle .” 

Single chain drive is now obsolete. An illustration ia 
shown in chart 17, fig. 3, page 32. 


*The Differential— also called Compensating Gear. 

Purpose: It is necessary to fit an automobile with a differential or compensation 
gear, in order that the rear wheels may revolve at different speeds when the car turns a 
corner, while at the same time both are being driven by the engine. This gear is auto¬ 
matic, and operates according to the resistance of the road against the wheels. 

Principle: There is more resistance to the turning of the inside wheel than the out¬ 
side wheel, when car is turning, consequently the outside wheel may revolve faster. It is 
necessary for the outside wheel to revolve faster, because it has a longer distance to travel 
than the inside wheel. The same applies to a wagon, but the wagon wheels run free on 
the axle, therefore a compensating device is not necessary. 

See fig. 3, page 34, and note that if car is turning to the right, the wheel A, must 
revolve faster than wheel B. Also refer to fig. 1, and note that axle shaft A being attached 
to wheel A, must revolve faster than axle shaft B, when turning to the right and vice 
versa if turning to left. Therefore, to compensate for this difference in speed of the two 
wheels and axle shafts, bevel gears (E and C fig. 1) are placed on the ends of the axle 
shafts, which mesh with the small bevel gears, called compensating gears (D, fig. 1), which 
are free in bearings on housing or differential case attached to drive gear R, fig. 1. 

As long as car travels straight ahead and resistance of both rear wheels is the same, 
these gears (D) do not *turn, but when car turns, then greater resistance is offered to the 
inside wheel, therefore, the fcompensating gears (D) turn in their bearings, permitting the 
outside wheel to revolve faster than the inside wheel. In fact, the inside wheel could be 
stationary or revolve backwards if necessary. 

A study of figs, l.and 2, page 34, will make this principle clear. Note drive of rear 
axle is through the drive pinion P, to gear R, (fig. 1), thence through differential case 
attached to it, then compensating gears D, to bevel gears (E and O) attached to ends of 
the rear axle shafts. You will observe that either axle shaft (A or B) could be held sta¬ 
tionary, yet other shaft could revolve. 

When a double chain drive is employed, the differential is placed on the jack shaft 
as shown in fig. 1, page 20. The jack shaft is in two parts similar to axle, fig. 1, page 34. 

See pages 669 and 782 “Pointers on Removal of Differential.’’ *They of course, revolve with the 
differential case to which they are attached, but do not turn • in their bearings. t Also called 
differential gears. 



36 


DYKE’S INSTRUCTION NUMBER FOUR. 


♦Bearings. 


Every part of the car that moves with a 
rotary, sliding or other motion is supported 
in bearings, which together with proper 
lubrication reduce wear and friction. 

There are three different types of bear¬ 
ings in general use; the plain, roller and 
ball bearings. 

Bearings are called upon to do two kinds 
of work; to take a radial load or a thrust 
load or a combination of both. 


The groove in the race and roller, fig. 11, 
take the thrust load as well as the cone 
shape of race. 



thrust bc.iri 


Toad 


straight 
' roller 
bearing 



A radial load is load or pressure perpen¬ 
dicular to the shaft supporting the load. 
For instance, the wheel bearings of an 
automobile, when running on a perfectly 
level road are subject to radial loads. 

Thrust load is a load or pressure parallel 
to or in direction of the shaft. When the 
automobile strikes a curve a thrust load is 
imposed on the bearings in the wheels— 
that is, to the side or endwise. 



Fig.8 -rc«E 


Uadi al load 



LOAD 


fWe might illustrate the relation between thrust 
and radial loads in this way: A man could be 
considered as being subjected to pure radial load 
when walking on an absolutely level surface, fig. 
8, but when this man walks along a hillside, with¬ 
out either ascending or descending the hill, as 
illustrated in fig. 9, he is subjected to a combina¬ 
tion of radial and thrust load; the thrust load hav¬ 
ing a tendency to push him down the hill. 

If a straight roller were called upon to take a 
thrust load as well as a radial load, it might be 
compared to the man in fig. 10, he would need 
a crutch to prevent his toppling over. Therefore 
a ball thrust bearing (fig. 7) would be necessary 
at end of the straight roller bearing, per fig. 12. 

Plain bearings are usually on the main 
crank shaft, cam shaft and connecting rods 
of an engine and take a radial load. 

Plain bearings can also be designed to take 
thrust loads. 

Roller bearings 

are used in the 
wheels, rear axle, 
transmission and 
other places and 
when straight, as 
per fig. 2, they 
can only take a radial load. The roller 
itself runs over an inner race and inside of 
an outer race, case hardened. 

When a roller is tapered, it runs over a 
cone type hardened race (fig. 1), and inside 
of a outer race, arranged as 
per fig. 11 and page 687. This 
type of roller bearing will take 
a radial and a thrust load 
without the use of a separate 
thrust bearing. 




A straight roller bearing, to take a thrust 
load as well as a radial load, would require 
a separate thrust bearing, fig. 12 and fig. 9, 
page 676. 




cone 


Ball bearings are also used on the wheels, 
rear axle, transmission and other places. 

They are di¬ 
vided into 
three gen¬ 
eral classes; 
cup and 
cone, annu- 
1 a r and 
thrust. 


in ncr 


rare 


Fig 4 


outer 


race 


The cup and cone bearing is shown in fig. 
4, and is used on many cars in the front 
wheels. This type of bearing is used ex¬ 
tensively on bicycles. It is designed for 
radial loads but is capable of withstanding 
considerable thrust also. It is adjustable. 



fig. 6. The single row 


The annular ball 
bearing is a bear¬ 
ing with an inner 
and outer race, 
which is grooved 
and hardened. They 
are not adjustable. 
This type can be a 

of 
and 

5, or ‘ ‘ double row, , J 
takes a radial load. 


) j 


11 single row 
balls, per fig. 3 


The races of the double row are so shaped, 
that it will withstand considerable thrust as 
well as a radial load. It is used where 
space would not permit the use of a separ¬ 
ate radial and thrust bearing. 

An example of where a bearing of this type is 
used is shown in fig. 4, page 32. Note the double 
row bearing is shown on the rear end of the 
worm taking the thrust (which is considerable), 
and also takes a radial load. 


The ball thrust bearing is shown in fig. 7. 
This bearing can be used only where the 
load or stress is strictly a thrust or end to 
end load. 

This type is often used in clutches and is ex¬ 
tensively used on the propeller shaft driving the 
propellers of motor boats. 

The two parts the balls touch are called 
races. The one or two balls at the lower side 
support the entire weight and must be strong 
enough to hold up without being crushed. 
In automobiles, the balls are large and run 
in size up to 1 in. di. hardened and polished. 

Sometimes balls wear flat or crack; if so 
a click will be heard and must be replaced 
with perfect balls at once. 


*See page 681 “adjusting front axle bearings” and page 669, “removing rear axle shafts “ 
tFrom Automobile Digest. 






















































CLUTCHES. 


37 


INSTRUCTION No. 5. 

CLUTCHES: Cone, Disk and Plate Clutch. Universal Joints. 

Purpose of the Clutch. 

The word “clutch” as used in connection with automobiles, indicates a 
device attached to cars having change speed gears of the sliding type, which 
permits the engine to be connected with, or disconnected from, the trans¬ 
mission, so that the car may or may not move while the engine is running. 

The clutch is connected and disconnected from fly wheel of engine by a 

foot lever. 

When disconnected from flywheel of engine then there is no connection 
between the engine and rear axle. 

When clutch is connected with flywheel of engine then the power of en¬ 
gine is connected with rear axle— if the gears of transmission are not in 
“neutral” position. 

If gears are in neutral position then the power of engine would end at the 
end of the secondary shaft of transmission (see page 38). 

While other types of transmissions require clutches, they are of special 
kinds, and will not be referred to in this lesson. (The Ford, for instance, uses 
a different principle.) 

Because a steam engine has behind it the pressure of the boiler, it can 
be called on to supply much more than its regular horse power for short 
intervals. 

A gasoline engine has no reserve power to call on, and cannot deliver 
more than a fixed horse power. 

When the gasoline engine is required to start the car, it must overcome 
the inertia of the car. This might be greater than the power of the engine 
could accomplish, and the engine might be stopped instead of the car being 
started. 

If the clutch made an immediate connection between the engine and the 
drive, the power of the engine would have to instantly overcome the inertia of 
the standing car. 

The power of the engine coming from the revolving of the fly wheel, 
and the explosion that might be occurring in one of the cylinders, it would 
probably be stopped instead of the car being started. 

If, however, the clutch is made so that the engine takes hold gradually, 
the inertia of the car will be overcome, and it will move faster and faster 
as the clutch permits the engine to apply its power more and more. 

This is done by making the clutch in such a way that when it is applied, 
it slips, instead of instantly making a connection between the engine and the 
drive. 

When the clutch is “let in,” it connects the crank shaft of engine through 
the fly wheel with the transmission through the clutch shaft, and if the gears 
are in the “neutral” (gears out of mesh) position, the counter or secondary 
shaft in the gear case of transmission will revolve without moving the car. 
See illustration page 50. 

Clutches have two chief parts; one part (usually the flywheel, see chart 19, fig. 1), is 
attached to the crank shaft of the engine, the other part (cone or disk or plate) is at¬ 
tached to the clutch or main shaft of the transmission (see page 48, fig. 1). (134.) 

When the two parts are separated, that is to say “clutch thrown out” by the clutch 
pedal, they are independent of each other and the engine can run without moving the car. 


•See Dyke’s working model of the clutch and gear box. For repairing clutches, see index. 
For make of clutch on different cars, see “Specifications of Leading Oars”—page 543. 


38 


DYKE’S INSTRUCTION NUMBER FIVE. 



ClUTCH"Ol)TA 


CLUTCH 

PEDAL' 


ENGINE 

SHAFT 


BEARING FOR 
CHANGE SPEED 
GEAR SHAFT 
- OR CLUTCH SHAFT 
NOTE: CLUTCH 5HAFT 
TURNS FREE AT THIS 
POINT IN FEV WHEEL HUB. 
A BALL bearing IS 
USUALLY PROVIDED 



CHANGE 
SPEED GEAR 
DR CLUTCH SHAFT 


3 LEATHER ON CONE 
F1.Y WHEEL 


Fig. 1—Illustrates 
how the cone type 
of clutch is fitted 
into the fly wheel. 

Illustration showfl 
same in section as 
if cut in half. The 
cone is perfectly 
circular, but cone 
shaped and fitted 
with leather which 
grips the inner sur¬ 
face of the fly 
wheel rim when 
clutch is “in,” 
which it always is, 
unless thrown 
“out” by the 
clutch foot pedal. 

Note in illustra¬ 
tion position of cone 
when clutch is 
“in” and “out.” 
Also note clutch 


shaft runs free in hub of fly wheel, usually on a ball bearing as per (CE), page 50. 

By pressing clutch pedal the pivot causes lower part of pedal to throw clutch out. 
all other times clutch is held in by tension of clutch spring. 


At 


C 


0 : 


3 


' fng/ne 



Hi 

r t 

*@ it 

r • ^ 

::x : x ; : : :*x : >x >: : : : ; x 

, © , ; 



% of/#/ 


c 



P- * z ARE POINTS WHERE POWER TO REAR AXLE CAN BE C 
DISCONNECTED - v - 


Whee/ frear/ny 
on Casing 


Fig. 2—Illustration explains how the power is transmitted from engine to clutch, thence to secondary 
or counter shaft. Note drive parts are flywheel, clutch, clutch shaft, drive gear (O), secondary shaft gear 
(S) and gears on secondary shaft. The driven gears are the sliding gears (X) on square shaft (T). 
Note power to rear axle is disconnected at point (P) when clutch is “out,” at which time the clutch 
and clutch shaft turn free from flywheel, and at (Z) when the drive and driven gears are in “neu¬ 
tral” or not in mesh. (This end of square shaft (T) runs free in end of clutch shaft, as per fig. 3, 
page 48, and is not actually separated as shown above.) 

Clutch action: Note the power from engine is transmitted to the clutch shaft only 
through the clutch when in the rim of the fly wheel (if disk or plate type, then by the 
disks or plates as explained under that type of clutch). 

Observe that clutch shaft does not connect with engine, but runs free at all times in 
hub of fly wheel. The cone part of clutch is connected with the clutch shaft so that 
when cone turns, clutch shaft must also turn. But observe that the cone slides on the 
square part of clutch shaft so that it can be pushed out by pedal or in by the spring. 

When friction part of cone is out of fly wheel—power ends at the fly wheel. 

When clutch is in, then power ends at the end of the secondary or countershaft—if gear* 
are in “neutral,” which position they are in above. 

Turn to page 4 8 and study the meaning of “neutral” and see in figs. 1, 2 and 3 how 

the rear axle is made to revolve. 


CHART NO. 19—Explaining the Purpose of a Clutch and how the engine can run yet not drive th# 
car. Explanation of “clutch out” and “clutch in. M 


















































































































































































































CLUTCHES. 


39 


When the two parts are connected, that is, when the clutch is “let in” by re¬ 
leasing the clutch pedal, the part on the transmission shaft is forced into a frictional 
contact with the part on the crank shaft or flywheel by means of a powerful spring and 
held there. The two parts being thus connected forces the transmission to revolve with 
e engine and so dri\ e the car, if gears are not in “neutral” as has been explained. 


The part on the crank shaft does not grip the part on the clutch or transmission shaft 
immediately, unless they are moving at the same speed. 

If they are moving at different speeds, which is usually the case, or when the part on 
the transmission is stationary, the two parts slip. This slipping continues until the two 
parts revolve at the same speed, when they bind together firmly. When “thrown out” 
they must separate instantly. 


A disk or any other type of clutch used with the gear type of transmission is placed 
in the same relative position; back of fly wheel, between the fly wheel and gear case. 
Although the construction may vary, the reader will note that the clutch principle is nec¬ 
essary on all cars. 


Clutch pedals—The left foot pedal on all cars of standard design, is the clutch pedal 
and on the right the foot brake pedal. See “operating a car.” 


Types of Clutches. 

There are four types of clutches in general use; the cone, disk, plate, and 
fexpanding type. 

The disk clutch (formerly called the multiple disk) is a clutch with more 
than three disks and can be a lubricated disk clutch or dry disk clutch. A 
plate clutch is one wherein one plate is clamped between two others. 

*The Cone Clutch —see chart 19. 

This type of clutch is built into the fly wheel, and the fly wheel forms 
one of its parts. The rim of the fly wheel is broad, and the inside of the rim 
is made slightly funnel-shaped, forming the surface against which the other 
part of the clutch presses (fig. 1, chart 19). 

The cone; the other part, called the “cone ,” is, as its name indicates 
cone-shaped, and fits into the funnel formed inside the fly wheel rim. The 
surface of the cone that bears against the fly wheel is often covered with 
leather to give good grip (one large manufacturer uses fabric running in oil). 

The hub of the cone has a square hole, so that while it may slide on the 
square part of the clutch £haft which connects to the transmission sleeve 
(see 134, fig. 1, page 48), still the cone and shaft must revolve together. The 
forward end of the clutch shaft rests in a bearing formed in the hub of the 
wheel, so that it is supported, and yet may revolve independently of the fly 
wheel. 

A heavy spring presses the cone against the seat formed in the rim of 
the fly wheel. 

When the clutch pedal is pressed forward, the cone slides on the shaft 
away from the fly wheel, and separates from it, the spring being compressed 
(see fig. 1, page 38). 

When the clutch pedal is released, the spring presses the cone against its 
seat, and if the crank shaft and sleeve are not making the same number of 
revolutions, the cone will slip. This friction makes the cone act as a brake 
on the crank shaft, slowing it, and at the same time the cone and sleeve are 
speeded up, so that the cone and fly wheel come to the same speed. 

Clutch Operation —cone type as an example. 

Fig. 2, page 38 (also page 50)—note the power from crank shaft of en¬ 
gine is transmitted to the clutch through friction connection with ffy wheel, 
thence through gears, thence to drive shaft to bevel gear drive on the rear axle. 

If engine is running, clutch could be “in” if gears are in “ neutral” (not 
in mesh). If gears are in mesh with engine running then rear axle would 
revolve—unless clutch was “out.” 

*See repair subject for adjusting clutches. 

tThe expanding shoe clutch is very seldom used. As has been previously stated, a successful 
clutch must be fairly light at the rim, but with the expanding clutch, owing to its method of opera¬ 
tion, this is almost impossible. 


40 


DYKE’S INSTRUCTION NUMBER FIVE. 


TO v Mt 

CW.A'M 
Of At 3 HAFr. 



n« 1 


irooi foe oerree e/t/63 


fLANi* OM 

CLUTCH 
SHAFT 


rLAKaon erjune.sKAn 


n* a 


Puts of above Multiple Disc Glutei 
A—Driving Rings. B—Driven Ringe. 


Principle; Disk Clutch Lubricated Type. 

Parts: Fig. 2 shows the parts of the clutch sep¬ 
arated from each other. The disks (A) are at¬ 
tached to the flange on engine shaft, the smaller 
disks (B) are attached to the transmission shaft. 
The large disks (A) and small disks (B) are placed 
alternating. 

The two flanges have pins extending from them, 
the disks having holes so that they may be slipped 
on the pins. 

The small disks on their studs fit inside of the 
studs on the large flange, and the openings in the 
large disks permit the studs or pins on the small 
flange to pass through them. Thus the outer edge* 
of the small disks come in contact with the inner 
edges of the large disks. 

Assembled clutch: as will be seen from 
figure 1, which is the clutch assembled, the 
two flanges are connected only by the friction 
between the large and small disks, when the 
spring presses the parts together. The entire 
clutch is placed inside a casing, and runs in oil. 

When the clutch pedal is pressed forward, 
the clutch is “thrown out,” the oil then 
flows between the disks, and when the 
clutch is “in” and the spring presses the 
disks together, the oil is squeezed out from 
between them. While it is being squeezed 
out the clutch is slipping, and it begins to bind 
when the pressure hds squeezed it out and 
the disks in consequence feel the effect of 
the friction. When the clutch is “thrown 


out,” one set of disks may revolve independently of the other, for they are not connected in any way. 

Hele-Shaw Disk Clutch. 

In the Hele-Shaw disk clutch (fig. 4) a similar principle is adopted. The plates consist of a number 
of alternate bronze and steel disks much thinner. T hey are corrugated to increase the grip. 

Half the plates are rotably connected by grooves with the driving member, 
and the alternate half with the driven member. When the clutch pedal is released, 
the clutch spring presses these disks together, and they all rotate as a solid mass. 
j-. When the clutch pedal is depressed, the spring pressure is removed and the plates 
separated. 

Referring to the illustration (fig. 4) the outer oil-tight 
case (1), to which the driving bronze plates (16) are 
keyed, is bolted to the flywheel of the engine. The in¬ 
ner core (2) is keyed directly to the clutch shaft and to 
it are keyed driven steel plates (17). 



The clutch is shown engaged as normally held by the 
spring (4) which actuates' the ring (7) and the sliding 
presser (3). To facilitate quick disengagement, small 
springs (26) are fitted between the disks. 

The case is oil-tight, provision being made for the replenishment 
of the oil through a plug (6) for the purpose. 

Adjustments are made by means of an adjusting nut (8), and 
excessive spinning or dragging is prevented by a cone brake (10). 


Fig. 4—The Hele-Shaw 
corrugated disk clutch- 
lubricated type. 

Cadillac—Dry Disk Clutch. 

Fig. 6—The driving disks “A” are covered on both 
sides with a friction material, composed largely of as¬ 
bestos, and are driven by six keys in the clutch ring 
“H” which is bolted to the engine fly wheel 

The driven disks “B” are not covered. These disks 
are carried on the clutch hub “E”and drive it through 
six keys on the hub. The clutch hub is keyed to the 
transmission shaft “F. M 

When the clutch is engaged by allowing the clutch 
pedal to come towards you, the spring “C” forces all 
of the disks together. The resulting friction between 
the disks “A” and “B” drives the transmission shaft JV-V 
“F” and the car, when the transmission control lever 
is in other than the neutral position. v y 

There are no adjustments. The clutch pedal should 

be adjusted occasionally to compensate for wear on 
the facing of the clutch dieks. 

There is one point “D” on the clutch for lubrication. 

There are 17 steel plates, having 9 driven disks and 8 driv¬ 
ing disks. The coil Bpring is held under 300 lbs. compression. 



Fig. 5—The Cadillac 
disk clutch — dry 
type. 


CHART NO. 20—Disk Clutches; lubricated and dry types. 






































































































































































































































































































CLUTCHES. 


41 


Therefore there are three methods of cutting' off the power to rear axle; 

(1) stopping engine, (2) by throwing ‘‘out” clutch, (3) by having gears in 
“neutral.” 

The usual method to stop car and engine—is to “throw out” clutch, 
shift gears to “neutral” and apply foot brake. After car stops then turn off 
ignition switch and stop engine. 

When starting engine the gears are placed in “neutral” position by the hand gear 
shift lever. (Note fig. 2, chart 19; also page 50. Gears are now in “neutral” position.) 
Engine can then be started without car moving. 

To start car after engine is started; throw “out” clutch with foot pedal—shift 
gears in mesh (usually to lowest gear set), then gradually let clutch “in.” 

The term “clutch in” means, the clutch is allowed to press into the fly wheel by 
tension of spring. 

The term “clutch out” means it is held out by foot clutch pedal. If car was run¬ 
ning and you desired to coast, “throw out” clutch or disengage gears. 

When stopping—throw “clutch out” by movement of foot pedal. (Usually left 
foot pedal.) Apply running brakes (usually right foot pedal.) Shift gears into “neu¬ 
tral” and then let “clutch in.” 

The clutch is used more than any other control on car—therefore study the meaning 
of “clutch in,” “clutch out,” “gears in neutral.” 

When the change speed gear is to be moved to a higher speed after starting or at 
any time when car is in motion or engine running, the clutch must first be “thrown 
out,” for the gears could not be meshed with the countershaft revolving and the square 
shaft stationary; “ throwing out” the clutch leaves the countershaft free to move as neces¬ 
sary to mesh the gears. 

The cone clutch adjustments are simple. Examples are shown in the repair subject. See index. 
The “grabbing” feature is being done away with by insertion of springs, usually about 6 inserted 
under the leather. Slipping is overcome by clutch springs within the spider. See Buick clutch ad¬ 
justment in repair sxibject. 


The Disk Clutch —see chart 20. 

The disk clutch (formerly termed multiple disk), consists of a number of 
disks which are pressed together when the clutch is “in,” the friction 
between them causing one to drive the other. This type of clutch is very 
compact, and is frequently built inside of a metal housing cast to the engine 
frame. 

To illustrate the principle of the disk clutch, place a silver dollar be¬ 
tween two silver half-dollars, and squeeze them together between the thumb 
and forefinger of one hand. With the other hand, try to revolve the dollar 
not moving the halves. It requires only a slight squeeze to produce sufficient 
friction to make it impossible to move the dollar. 

Multiple disk clutches are of two general types; those that operate in an 
oil bath and those that run dry; called lubricated and dry types 

The lubricated disk clutch runs in oil; its disks are usually alternate 
steel and bronze or all steel disks, and the type that runs dry is usually of 
steel disks, one set of which is faced with a friction material of woven asbestos 
fabric. 

The lubricated and dry types are described in chart 20. 

The Plate Clutch. 

The S. A. E. term the disk clutch (formerly called the multiple disk) ; a 
clutch with more than three disks. The plate clutch is where one plate is 
clamped between two others. 

The single plate clutch is a popular type of clutch. It is a variation of 
the disk type, the latter comprising a large number of narrow disks, while 
the other usually consists of but three broad disks or plates, the ordinary 
type having two driving plates and one driven plate. 

An example of a single plate clutch is described in detail in the following 
matter. In this type the clutch effect is created by wedging the plate. The 
type which will now be described is the Borg and Beck make (chart 20A, 
and page 43). 


42 


DYKE’S INSTRUCTION NUMBER FIVE. 




1— Clutch-Casing—cast with fly wheel. 

2— Casing-Cover—carrying adjustment-ring. 

8—Cover-Slot—for adjustment-bolt. 

4— Adjustment-Bolt—for take-up action. 

5— Adjustment-Ring—mounts thrust-levers. 

6— Thrust-Lever (bell-crank)—mounts roller. 

7— Thrust-Roller—acts against thrust-ring. 

8— Thrust-Ring—acts against asbestos ring. 

9— Driving-Pin—for thrust-ring. 


7 fig. 5 

ADJUSTMENT ACTION 


10- 

11- 

12 - 

13- 

14- 

15- 

16- 

17 - 

18 - 

19 - 

20 - 
21 - 
22 - 

23 - 

24 - 

25 - 
60- 


-Friction-Ring—asbestos. 

-Friction-Disk—driven. 

-Pilot Ball-Bearing—for end of shaft. 
-Clutch-Shaft—driven by disk. 
-Thrust-Spring—acts on “bell-crank” trans¬ 
mission. 

-Throw-out Collar—on throw-out sleeve. 
-Throw-out Sleeve—centered on shaft. 
-Throw-out Yoke—non-rotating. 

-Thrust Ball-Bearing—takes throw-out pull 
-Brake-Plate—rigid on throw-out yoke. 
-Brake-Collar—keyed on shaft. 
-Detachable-Casing—self-contained clutch. 
-Mounting-Flange—bolts against fly wheel. 
-Driving-Bolt—for thrust-ring (not shown). 
-Shaft, Brake and Universal Connection (not 
shown). 

-Adjustment-Incline—take-up seat for roller. 
-Bell-Crank Pivot—mounts thrust-lever. 


FiG I TO ADJUST, Shi^eoit 


FIG 4 
AOJUSTMEMT PARTS 


J 


Borg & Beck Single Plate Clutch. 

Principle: This type of clutch runs dry. The action is best understood when it is kept 
in mind that among the revolving parts, only the driven group; disk 11, shaft 13 and brake 
collar 20, can stand still when fly wheel is running; and all other parts being “ anchored” 
to fly wheel must always revolve and drive with the latter. 

When clutch is “in:” The asbestos friction rings 10, though not positively attached to 
either the driving or the driven parts, will, in practice, “freeze” to the unpolished faces 
of the inner case of fly wheel and thrust ring 8; and thus always run bodily with the fly 
wheel. 

When clutch is “out:” The foot lever is applied which telescopes the coil spring (14) 
back, by action of the throw out sleeve (16) which causes the roller (7) to withdraw a suffi¬ 
cient distance from face of thrust ring (8), to permit the latter, with its companion fric¬ 
tion ring (10), to “back-away” bodily, from friction disk (11), thus releasing the disk from 
the friction-grip, and permitting it and other driven parts to come to a stop, while fly wheel 
and parts anchored to it revolve. 


CHART NO. 20-A—Principle and Construction of a Modern Single Plate Clutch—dry type. (The 
Borg and Beck Co., Moline, Ill.)—see also pages 668 and 842. 

See index for “Specifications of Leading Oars,” for cars using this clutch. 


































































































































CLUTCHES. 


43 


•(-Adjusting the Single Plate Dry Clutch—per chart 20-A. 

Take up action: The roller seat face of the thrust ring (8), is formed on three, equal 
succeeding, takeup “ inclines’ * (25); the ring being ^4 inch thicker, at the high end of 
each “incline” (25), than at the beginning, or low end. The three thrust-levers (6), 
are mounted upon, and equally spaced by, the adjustment ring (5); and this ring is ad¬ 
justably mounted against the inner face of the cover (2), by means of the adjustment— 
bolts (4) of which there are two, through slots (3) in the cover. 

When the bolts (4), are “slacked,” and shifted in their cover-slots (3), they control and 
shift with them the ring (5), the latter carrying with it the levers and rollers (6 and 7) — 
thus shifting all the rollers to new seats against the non-shifting thrust-ring; and, these 
seats being further up the ring “inclines” (25), where the inclines are thicker in cross 
section, the ring is necessarily thrust so much further toward the other friction parts, to 
compensate for any friction wear, and to maintain, at all times, a perfect friction grip. 

Therefore to adjust clutch, the clutch is held entirely out. 

With the clutch thus held “out,” it is only necessary to “slack” the adjustment- 
bolts (4), tap either of them “clockwise,” in the slot (3) on cover, a quarter or half inch, 
or any other distance required, thus shifting the ring (5), carrying the levers and rollers to 
new seats, upon thicker sections of the thrust-ring; and thus compensating for the fric¬ 
tion-wear which made the adjustment necessary. 

If too much oil gets into clutch and causes slipping: In this case it will be necessary 
to unscrew the bolts (4) about three turns, have some one hold out clutch and let oil drain 
out. It is also desirable to squirt gasoline into interior of clutch to wash out the oil. 
If slipping continues the trouble is due to oil working into clutch housing and must be 
separated from main oil supply of oil pan of engine. 

Removing clutch: First remove transmission. Mark clutch cover that bolts to 
flywheel with punch and corresponding mark on flywheel, in order that it is put back in 
same position. Cover plate must not be turned. 

Replacing clutch: There are two asbestos fabric rings; one lays against face of 
fly wheel (10), next to this comes the driven plate (11), then other friction washer (10). 
The cast thrust ring (8) comes next, but before installing, make sure the driving pins (9) 
are in place in the inside of the fly wheel rim. Drop thrust ring (8) in position so that 
the three slots fit over pins (9). The adjustment ring (5) with its parts assembled to it 
should now be installed. The adjusting ring (5) fastened to the cover plate by means of 
two cap screws and cover plate bolts to fly wheel. 

Clutch brake is provided which comes into action when the clutch pedal is pushed 
all the way down. Purpose is to stop spinning of transmission gears when clutch is dis¬ 
engaged. The throw out collar (15) presses against the brake collar (20). The clutch 
brake is mounted on the transmission shaft and is faced with asbestos fabric. 

If worn, trouble will be experienced when shifting gears into first speed when car is 
standing. Clutch will appear to drag and will continue to drive transmission gears when 
fully disengaged, so it will be difficult to mesh gears. 

To remedy, remove oil pan, have some one hold out clutch, while throw-out clutch 
and collar are examined; to see if collar (20) actually touches brake or not. If it does 
not, the transmission should be removed and if brake friction facing is in good condition 
no need of installing a new one. See that the throw-out is not coming in contact with 
brake flange and should be adjusted so that these two points form a contact. 

Note—always remember to drive with foot off the clutch pedal. Make sure clutch 
pedal does not strike or press against toe board. 


^Universal Joints. 



Fig. 2. Universal Joint, also called Car 
dan Joint—note straight line. 



Another view of Universal Joint—note it 
ts now out of line. 


A universal joint is a flexible connection between two 
shafts, which permits one to drive the other, although they may 
not be in line. Refer to figs. 2, 3 and 5 and study the prin¬ 
ciple. Universal joints are usually placed forward and rear of 
the drive shaft (see page 50). 

Universal joints are necessary on automobiles with shaft 
drive, for while one end of the driving shaft is attached to 
the transmission shaft, which is on the frame, the other end is 
connected to the axle, and constantly moving up and down as 
the w r heels follow the roughness of the road. 

If no universal joints 
were used, the shaft would 
jam in its bearings from 
the up and down movement 
of one end of it. 


rive 



rear ajii* 
Mousing 


Universal Joint' 
forward) (rear 1 


um 



♦Universal joints are also called cardan joints. See pages 680, 681 for construction of “universal 
joints.’’ tSee pages 668 and 842 for other adjustments on Borg and Bock clutch. See foot note 
page 662. why gears of transmission are sometimes difficult to shift. 













44 


DYKE’S INSTRUCTION NUMBER FIVE. 




WftUr Outlet 


F«n Belt - 

Fen Pulley. 
Timing Geers ^ 

Start) 

Crank 



The engine of 
this unit power 
plant has “L” 
head cylinders 
cast in block; 
valves on side, 
poppet type; de¬ 
tachable cylinder 
head (see index, 

* ‘cylinder head, 
replacing of.”) 

Transmission: 
selective type, 3 
speeds ahead and 
reverse. Clutch; 
cone type. Gear 
shift lever; ball 
and socket type. 

Left, foot clutch 
pedal and right, 
foot brake pedal. 

Power is trans¬ 
mitted to rear 
axle from end 
of transmission 
shaft (upper 
one). 


Fig. 1 : A modern unit power plant, the Dort. 



Fig. 2: Unit power plant with valves in the head and a detachable cylinder head. (The Oakland 
six). The head is detached with valves. This differs from fig. 1, in that the head is detachable, but 
the valves are not in the head in fig. 1. 

Fig. 3: The Buick 4 cylinder engine unit power plant with valves in the head and detachable cyl¬ 
inder head. Note the Delco “single unit” electric system; starting motor, generator and ignition in 
one unit. 

Fig. 4: The Locomobile engine and clutch are in one unit, but the transmission is separate. Note 
universal joint (T. U. J.) between the clutch and transmission—see also page 499. 


CHART NO. 21—Unit Power Plant; engine, clutch and transmission mounted in one unit. 
Separate Power Plant. Engine and clutch form one unit. Transmission separate. 


(Chart 22 on page 60). 


The Buick 4 cylinder car was discontinued in 1917. 


































































































































































































































































































45 


INSTRUCTION No. 6. 

TRANSMISSION: Principle of Operation, Location, Different Types. 

Principle of a Transmission. 

When a bicyclist wants to race on a level track, he gears up his wheel 
with a larger sprocket so that one revolution of the crank takes him farther. 
Yet if he takes this wheel with this large sprocket on the pedal shaft, out on 
the road where there are hills, he must get off and walk or exert an extra 
lot of power. This clearly shows that if a bicyclist wants to speed while on 
the level and yet take all hills, he must change the drive sprocket. 

The same principle applies to the automobile —therefore the automobile 

is provided with not only two changes of gears (instead ot sprockets), but it 
has three and sometimes four changes of gears, which gears are contained in 
a gear box usually placed back of the clutch. (See page 38). 

The principle upon which all change-speed gears work is the fact that 
when two cog-wheels or spur gears are meshed together the larger wheel turns 
more slowly than the smaller wheel. 

As an example, a cog-wheel with 10 cogs, in mesh w T ith a second wheel 
having 20, would revolve twice as fast as the latter, the explanation being, 
that when the 10 cogs of the smaller wheel have moved round once they will 
have engaged with only 10 cogs of the larger wheel, and therefore will have 
turned the larger wheel through only half a revolution, that is, that it will be 
necessary for the smaller wheel to revolve twice in order that the larger one 
may revolve once. 


*With this piece of elementary information, we will observe that in the 
gear-box (see below) there are two shafts—the upper one coming from the 
engine through the clutch, and the lower one continuing to the back axle. 



Each shaft is fitted with three different sized cog-wheels numbered in 
the illustration 1, 2 and 3; those on the upper shaft are fixed to the shaft 
itself, but those on the lower shaft are able to slide on a keyway, to right 
and left along the shaft. The shaft is not round like the upper one, but is 
squared, so that although the sleeve of cog-wheels can slide backward and 
forward, they cannot revolve independently of the lower shaft. 

In order now to vary the speed of the car, it is only necessary to slide 
the cog-wheels (gears) along the lower shaft until the correct two gears 
come into mesh to form the gearing required. 

The illustration, for instance, shows intermediate speed gear in mesh, but 
were we to move the gears to the right so that wheels 1 and 1 come into 
mesh, we should put the car on its first speed, that is its lowest speed, so 
that with the engine running normally the car would be moving very slowly, 
the driving gear being much smaller than the driven gear. 

When, however the sleeve is moved to the left so that gears 3 and 3 mesn, 
the effect is reversed. Now we have the driving gear much larger than that 
driven, and the result will be that when the engine runs normally the car will 
be traveling at a very high speed. 

*This illustration is intended to simplify the explanation. In actual practice the arrangement 
is slightly different (see page 46) ; the sliding gears are usually above, clutch shaft and transmission 
shaft are not continuous as shown and drive shaft connects with transmission main shaft instead of 
counter shaft. 






















































46 


DYKE’S INSTRUCTION NUMBER SIX. 


The number of revolutions made by the engine to one of the wheels i* 
different with different manufacturers, but as a general thing, when on the 
low speed the engine makes from twelve to eighteen revolutions to one of the 
road wheels, and on high speed from one and a half to four revolutions to 
one of the road wheels. 

The sides of the teeth of the gears are usually made like the point of a 
chisel, so that when two gears are brought together they will mesh easily. If 
the sides of the teeth were flat, as in ordinary gears, it would be difficult to 
slide them into mesh. (Mesh means the teeth of two gear wheels engaged.) 

When sliding the gears from one speed to another, the main clutch in 
fly wheel must always be thrown out. 

With the main clutch in the fly wheel thrown out, the sliding gear on 
the square shaft is free to move and its speed may easily be changed. If the 
change were to be made with the engine driving the upper shaft, changing 
the speed of the gear would require the speed of the engine to be changed; 
or changing the speed of the gear on the square shaft would require the speed 
of the car to be changed. 

Neutral —means that the gears are not meshed or in engagement at all. 
Therefore power to rear axle is cut off, yet engine is free to run although 
the clutch is in engagement with fly wheel. 

When running it is always necessary in shifting gears, to first throw 
clutch out of engagement with fly wheel, then bring gears to neutral position 
and then shift from a lower to higher gear, unless car is gradually slowing 
down, then a shift to lower gear would be in order. But never shift to a 
lower gear when running at fast speed, as there is a liability of stripping the 
teeth from the gears, or if the teeth were strong enough to stand it, the car 
would be badly jolted. Therefore, always throw out the clutch in the fly wheal 
before changing gears and let car slow down if shifting to a lower gear. It is 
seldom, however, a shift to lower gear is made unless car slows down, and 
it is unnecessary to slow car down. 

**To reverse motion of car the reverse gear must 
never be used until the car is at a dead stand still. 

The location of the transmission may be either in 
front; adjoining the clutch, or on the rear axle hous¬ 
ing ; see chart 24, figs. 2 and 7. The modern method 
is the “unit power plant,’’ where the transmission and 
clutch are connected to the engine as one unit. See 
pages 44 and 50. 

Types of Transmissions. 

There are three types: the slid¬ 
ing gear, planetary and friction disk 
type. 

The planetary type is used on the Ford 
(see Ford instruction). The friction disk 
type is used on light cars to a certain ex- c=r 
tent as cycle cars, etc., see fig. 4, chart 24 
for principle. ' 1 

There are two types of sliding gear Ch'TO! 
systems; the old style progressive type 
(fig. 2) and the modern selective gear type, 
pages 48 and 50. 

The progressive type was discarded 
because it was necessary to pass one gear 
through another which made a clashing 
noise and difficult at times to operate. 

With the selective type it is not nec¬ 
essary for the sliding gear to pass through 
another gear. It is easier and quicker to 
operate and considerably less noisy. It is 
with this type we shall deal. 


Gear Shifting 
Lever 


utral 

>tion 

Second 

Speed 

High 

Speed 



Fig. 2.—A three speed progressive type of train- 
mission, showing the lever and gears in “neutral'* 
position; an obsolete method. 


By referring to fig. 2—note in order for dog (A) 
to reach dog (D) which would be high gear or direct 
drive, it would be necessary for the sliding gear 
(S) to pass through gear (F). Or if to reach re¬ 
verse, by gear (P) being meshed with (R), it would 
be necessary for gear (P) to pass through gear (E). 


♦Transmissions are also called change speed gears or gear boxes. 


**See pages 48 and 50. 

















































TRANSMISSION. 


47 


Transmission 



Engine 


jntm: 


lift: 


Drive Shaft 

jH==Os 


\ 

Clutch 


HJniveraaJ 

Joint 


o 

> 


/ZjwrrAM 


Clutch 
for high sreco 


Fig. 2. Shaft drive type of transmission. Trans¬ 
mission mounted on frame directly back of clutch and 
is of the gear type. This type used to great extent 
on pleasure cars. Transmission of the gear type. 



rt-AkETARY r/?AA/5M'S5/OV 
OA/ CRAW OR/I/E/S CA/Z_ 


Fig. 5. Single chain drive tjrpe of planetary 
transmission. The transmission is mounted to the 
side of the engine. The type of transmission is the 
planetary type. This system is now seldom used. 


+***s*eui 




Transmission 
EH 



Differential 
Driven Gear 
Jack-shaft 


Engine 


. . ,e ) 
Pinion--' 


10W SPEED 
ecrtr/rs/i - 


•g « 

as - 
01 X 

o< 



Driving Chain < - 


Fig. 3. Double chain drive type of transmission. 
Transmission is mounted on frame and is connected 
by bevel gears to a jack shaft. This type used to a 
great extent on trucks. Transmission of the gear 
type. 


V t 

PLANBTAXY TRAHSM. *S/oH' 
OH SHAFT OHH/FA/ ‘it 

CAR /(/■■ 

PfOAL ACT/OH - 




■OCJ- 


Fig. 0. Shaft drive type of planetary trans¬ 
mission as used on the Ford. (See Ford Instruc¬ 
tion. ) 



Fig. 4. The friction disc type of drive of trans¬ 
mission used on the Oarter Car. It is extensively 
used on Cycle Cars. \ ‘ 




F E 
IVCOT HAL 


Tig. 7—The method of placing the gear type trans¬ 
mission on the rear axle. See also page 204. 

*Fig. 8—Four speed selective type of transmission for a 
double chain driven drive car. 

The only difference between this type and the one in 
(Chart 23), is that a jackshaft with bevel gears (N), is 
employed. (See fig. 3 above.) 

When there are four changes of speeds, note that there 
are three shifting forks (H, J and K). The drive gear 
(B) is attached to the sleeve (A), which connects with 
engine drive shaft through the clutch. 

A—Sleeve driven by engine. 

B—Gear on sleeve. 

C—Gear on countershaft. 

D—Low speed gears. 

E —Second speed gears. 

F—Third speed gears. 

G —Clutch for high speed. 

H—Rod and arm for third and high speed. 

J —Rod and arm for low and second speed. 

K—Rod and arm for reverse. 

L—Finger in groove. 

M—Guide plate for selective lever, also called a 
“gate.” 

N—Bevel gears to jack shaft. 

O—Idler for reverse. 


JHART NO. 24 —Location of Gear Box (Transmission) Four Speed Selective Type Transmission. 

(Chart 22 is on page 50). *See page 51 (footnote) for 4 speed ratio of gearing. 


























































































































































































































































































































































48 DYKE’S INSTRUCTION NUMBER SIX. 



CHART NO. 23—Simplified Illustrations Explaining tlie Principle of Operation and the Change of 
Gears in a Selective Type of Transmission with Three Speeds Forward and Reverse. Note— 

in modern transmissions the transmission shaft (130) sets horizontally over the counter¬ 
shaft as per page 4 4. Another change made in some transmissions, is the elimination of 
dogs (139); the gear (128) fits internally into the main drive gear (SG-1). See page 60. 

♦Also called “secondary shaft.” 


















































49 


GEAR SHIFT 
LEVER 

CLUTCH PEDAL 


SLIDING GEARS 



The Selective Gear Type Transmission. 

This type is preferable, due to absence of noise of gears and 
ease of operation. The gear change ratio or gear desired, is 

“selected” by movement of the gear 
shift lever and the shift can be made 
without one gear passing through an¬ 
other. 

Relation of the gears to the clutch is shown 
in fig. 7, and fig. 2, page 38. Principle of the 
elvwheel Fig. 7-Prindpie of Clutch and Gear shift sekcttvc type transmission is shown on pages 

t: O cllld Oil. 

Referring to fig. 7, note power is transmitted from fly wheel to clutch, thence clutch 
shaft to gear 0 and S, through sliding gear for 1st or 2nd speed. For high speed, small 
og clutches on sliding gear X, on square shaft (T), mesh with dogs on gear O, which 
makes the drive direct to rear axle, see fig. 3, page 48. 

Operation of the Gear Shift Lever. 

There are two types of gear shift levers; the “gate” principle as per 
figs. 4 and 2 below, and the “ball and socket” type shown in fig. 1. The latter 
being used more than any other type. 

A simplified explanation of how the parts operate is shown in fig. 4. If the reader 
will first refer to page 4S he will understand just how the shift lever operates in relation 
to the shift bars (14 6 and 14 7) and shifting gears (SG-1 and SG-2). Further detail will 
be given below as follows: / 5 > 

By moving lever (73) in, to the 
left, the arm (145) engages with 
gear shift bar (14 6). Then by 
moving it (73) forward or back¬ 
wards, the sliding gear (SG-1) is 
moved to “second ” or “high” 
speed engagement. 


Fig. 4: View showing how the gear shift¬ 
ing lever and selector connects with the 
shifting bars. Lever is now in “neutral” 
position, but if pushed to the inside it would 
shift the ‘ inside bars (146)—if pushed to 
outside position it would shift the outside 
bars (147). 


/V6 



* ‘reverse” 


By moving (73) out, to the 
right, this action causes arm 
(145) to engage shifting bar 
(14 7) which shifts sliding gear 
(SG-2) forward; forward move¬ 
ment of lever (7 3) throws slid- 
speed gear on counter shaft, while a backward 


THE 

STANDARD 

3-SPEED 

S.A.E. 

GEAR SH\Pr 


Second Speed 


/y? 

ing gear (SG-2) in mesh with 

movement thrown (SG-2) in mesh with “low” speed gear. 

__ When lever (73) is erect and in between the two slots as 

shown in illustration fig. 4, the slots which (145) work in are 
in line and all gears are out of mesh, or in “neutral” as it 
is called. For instance, the gears in fig. 2, page 4 8 are out 
of mesh, and slots on shifting bars are in line, therefore gears 
are in neutral. 

Gate type: by studying the il¬ 
lustration fig. 2 on page 4 8 and 
figs. 4 and 2 on this page, the 
reader will readily see how the 
gears are shifted. 

The lever (73), the gate or 
selector (76), and the other 
parts are numbered and named. 

Note this lever moves side- 
wise as well as forward and back¬ 
ward (see figs. 4 and 2). 

The ball and socket type of 
gear shift lever is identically the 
same principle except the move¬ 
ment of lever (73), fig. 1, is in 
a ball and socket instead of a 
gate. Note arm (145) serves the 



+Fig. 2.—Gate type of gear 
shift lever is now in “neu¬ 
tral” position (N). The 
hand or emergency brake 
lever to the right is “set” 
until ready to start car. (1) 
is “low speed” position; 
( 2 ), 
ate; 

(R) reverse. Movements 
rary on different cars. (See 
index “gear shifts of lead¬ 
ing cars.”) 


“second or intermedi- 
(3) is “high” speed; 



Fig. 1.—Ball and socket type 
same purpose as arm (14 5), fig. 4, of gear shift lever (73) is now 

above. This type is the type standing upright in center of 
J1 the socket and is in neutral 


in general use. position. 

♦Note the movement of gear shift lever in fig. 2. This is the type used on the Overland model 85. 

The movement of lever (73) in fig. 4 varies slightly from movement of lever in fig. 2 this page. 

For instance, if lever (73) in fig. 4, is shifted in to the left and back, we would have 3rd or high 

speed; if to the left forward, 2nd speed; if to the right side and backwards, 1st or low speed and if to 
the right side, forward, reverse speed. (See fig. 4 this page and fig. 2, page 48). 

TThis is the standard S. A. E. three speed gear shift. Illustration is that of the Overland, see 

pages 490, 497 and 358. 



























































DYKE’S INSTRUCTION NUMBER SIX. 



CHART NO. 22—Principle and Operation of a Single Plate Clutch (see page 42), Selective Type 
of Transmission and Method of Driving Eear Axle. A modem Unit Power Plant. Th« 
clutch may be of any one of three types; cone, disk or plate. The transmission is a three 
speed and reverse type. 

(Chart 28 is on pn*e 48). 













































































































































































































































CHANGE SPEED GEARS. 


51 


How the Various Speeds are Obtained 
By Shifting Gears. 

NOTE —The clutch is always engaged or in —unless held out by clutch 
pedal. Therefore gears must be out of mesh or in neutral before starting 
engine. 

When shifting gears, engine is supposed to be running, therefore always 
hold clutch out while moving the change or shift. 

Never shift from high to low gear, unless car is slowed down to a very 
low speed. 

Obtaining Various Speeds. 

# Before describing the operation of changing speeds, it is most important to 
notice in chart 22, that the main shaft of the transmission (4) is not square 
continuously right through the gear box. One end (E) works free into end 
of clutch shaft, so when gears are in “neutral” or not in mesh, there is no con¬ 
nection between clutch and transmission. A study of fig. 3, chart 23, will 
assist the reader in understanding this. Also note remarks under “clutch 
shaft” in chart 22. 

“Neutral;” by observing the position of gears, it will be noticed that none 
of the gears are in mesh except the main clutch drive gear (9) (called clutch 
gear), connected with the clutch shaft and the gear (SS) on the countershaft. 
If we then follow the dotted lines and arrows it will be noticed that the coun¬ 
tershaft (22) and gears (23, 21, 20) thereon are free to revolve. 

Low or 1st speed: the gear shift lever (1) is brought to the center, and 
then drawn sidewise until the lower end of lever engages with shift bar 
which oprates (6). This gear (5) is then moved into mesh with gear (21). 
The power then is from gear (9) to (SS), thence (21) to gear (5), thence 
square shaft to propeller or drive shaft. 

Intermediate or 2nd speed —is obtained by returning the gear shifting 
lever to “neutral” (straight up and down, position illustration shows lever 
now) ; then putting end of shift lever (1) in shift bar which connects with 

(7) . Push lever forward, this will slide gear (8) into mesh with gear (23). 
Note dotted lines then for the transmission of power. 

High or 3rd speed—also called “direct” drive: Pull lever (1) straight 
back. This will shift sliding gear (8) over gear (9). 

The drive is then direct through gear (9) and gear (8), through square 
shaft to rear axle. The action causes gear (9) to partially mesh inside of gear 

(8) , as gear (8) is fitted wilit internal teeth. The former method was by 
means of “dogs” (139), fig. 2, chart 23. 

The engagement of these two gears cause the top transmission or square 
shaft to be engaged direct with the clutch shaft and continuous right through 
to rear axle. 

During the time that the direct drive is on, it will be noticed that the 
countershaft or secondary shaft (22) although doing no work, is still running. 
In a few instances, makers have arranged that this should be thrown out of 
action as soon as direct drive is on, but owing to the difficulty in connecting 
it up again when the second speed is wanted, it is now generally allowed to 
remain in mesh. 

^Reverse: When the “reverse speed” is required the gear shift lever 
is brought to “neutral,” then pushed forward to mesh gears (5 and 20). There 
are now five gears in operation instead of only four, as for first and second 
speeds, and the result is that the square shaft (4) turns backwards. 

♦The reverse pinion is set lower down in the transmission case and slightly under the counter¬ 
shaft, hence it is rot possible to see it. Changing gears, see pages 486, 488. 

The Locomobile and Pierce Arrow use a four sreed transmission. The direct or high gear drive 
is on the fourth speed. On the model 22 and 22A Winton the direct drive was on the third speed and 
the fourt 1 ’ speed was geared slightly higher than direct drive— see page 583. 


52 


DYKE’S INSTRUCTION NUMBER SEVEN. 


INTAKE valve 


mm pipe 



carbur¬ 

etor 


TO GASOLINE / 


SUPPLY 


SPARK'PL UU 

EXPLOSION/. TAKE5 PLACE 
//V COMBUST/ON CHAMBER . 

'EXPLOSION ON ONE E NO OP 

PISTON ONLY 

X FAUST VALUE. 

■p/sroN.TRUNK TYPE 

Ero/Nl f. CONTROLLED&y 
ADMIT TIN C CAS THRU THROTTLE 

connect/no 

POO 


CAMS 

CRANK 

SHAFT 


Fig. 1—The Gasoline Engine; an internal combustion type. 


rP /SQ 

r/SPoN 


P/STOrf- 
POD 



Throttle 


5THANT P/PBiGO/LER TO ENOlX/S) 



5TEAM ACTS ON BOTH 
SIDES OF PISTON 


eccentr/c 
COHN. Roo 

CONNECT/NO 

ROD 


CRAN/C 

SHAFT 


0O/LE.P- 


CasoL/NE 

BURNER 



TO CASOL/NE. 

FUEL SUPPLY 


Fig. 2—Steam Engine; an external combustion type. 


5PRFO 

CONTROLLER. 



OR/UP 

5HAFT 


STORAGE 

'BATTERY 


REAR AXLE 


Fig. 3—The Electric Motor and its source of electric supply; the storage battery. 


CHART NO. 25—The Three Motive Powers; Gasoline Engine, Steam Engine, Electric Motor. 

Note—An eccentric (E) on a steam engine is for the same purpose as a cam on a gasoline engine: i. e. 
to open the valve. Although, the word “explosion” is used, under fig. 1, the correct term is “com¬ 
bustion”—see seventh paragraph, page 53. 


















































































































THE GASOLINE ENGINE. 


53 


INSTRUCTION No. 7. 

'THE GASOLINE ENGINE: General Explanation. Cycle Prin¬ 
ciple Explained. Construction of t le Gasoline Engine. 
Assembling a Four Cylinder Engine. Speed Control of 
Engine. 


General Explanation. 

There are three motive powers for automobiles. (1) the gasoline engine, 
also called an ^"internal combustion type of engine in which the fuel combusts 
inside of the engine, between cylinder head and piston or the combustion 
chamber. This type of engine could use either gasoline, kerosene or alcohol, 
but in this treatise we will deal with gasoline as a fuel. (2) the steam engine 
is an external combustion type. The combustion taking place under the 
boiler, separate from the engine. (3) the electric motor (shown in chart 25), 
derives its power from an electric storage battery. 

Gasoline engines: We will deal with the gasoline engine type of auto* 
mobile. The gasoline engine furnishes the motive power to drive the automo¬ 
bile. 

Engines for small cars are sometimes made with but one, or perhaps two 
cylinders (now obsolete). A few motor cars formerly had engines of three 
cylinders. The majority have four, six and eight. Five-cylinder engines 
hardly exist. Seven-cylinder engines exist in a special form for flying ma¬ 
chine, as the Gnome revolving cylinder type. The ftwelve-cylinder engine 
is also coming into prominence; motor boats indulge in engines with as many 
as 12 to 24 cylinders. But whether the engine has 1 or 24 cylinders, the ex¬ 
planation of how it works or the principle, always remains the same. 

All gasoline engines work on practically the same principle. It must be 
a four cycle or a two cycle type (four cycle is dealt with in this instruction). 
The valve arrangement may be different, but we describe the various types of 
valves further on in this instruction. The ignition may be different, but we 
cover all forms of ignition. We mention this so that Avhen you see an engine 
with a different ignition or a different valve arrangement, remember the prin¬ 
ciple is just the same on all engines (except the two cycle type, which have 
no valves. The principle of combustion and ignition is similar, however). 

Gasoline engines belong to the class known as internal combustion type 
of engine. This name is used to distinguish them from steam engines, which 
are of the external combustion class, for the heat that a steam engine turns 
into power is produced outside the engine, under a boiler. 

In a gasoline engine, the combustion, or in other words, the burning of 
the fuel, takes place inside of the cylinder of the engine, the fuel being 
gasoline. 

When a mixture of gasoline vapor and air is set on fire, it burns with 
cTeat rapidity and produces intense heat, which expands and develops the 
pressure against the head of the piston, which operates the crankshaft of the 
engine. This combustion is so rapid that it is usually spoken of as an ex¬ 
plosion; and that word is often used, although the word combustion is more 
correct. 

*For engine repairs and adjustments, see subject of repairing. **The gasoline engine is also called 
a “hydrocarbon” type of engine. 

fThe “twelve” cylinder engine was formerly referred to as the type used on motor boats, where 
the twelve cylinders were in line. The “twin six” is referred to as the type used on automobiles, 
with cylinders placed “V” type. However, both terms are used. “Twelve or eight cylinders ‘V* 
type ” would be the proper term. 

♦Note_The word motor is often used to designate the engine, but if one wishes to be technical and 

correct it should always be referred to as engine. The word “motor,” however (owing to the popu¬ 
lar practice), is used in many instances in the book. 


54 


DYKE’S INSTRUCTION NUMBER. SEVEN. 



CHART NO. 26—A Four Cycle Gasoline Engine Showing a Sectional View T-head type 
cylinder, valves are of the poppet type and are mechanically operated. With the 
T-head type of cylinder the intake valves are placed on one side and the exhaust 
valves on the other side—therefore two cam shafts and two cam gears are required. 

*See index for Two Cycle Engines. 







































































THE GASOLINE ENGINE. 


55 


The difference is that an explosion is instantaneous, while the combus¬ 
tion of gasoline vapor and air, although very rapid, is not instantaneous. The 
combustion takes place within the cylinder of the engine. 

One end of the cylinder is closed, and the other is open, the closed 
end being called the cylinder head. Within the cylinder is a piston, sliding 
back and forth. 

The space between the piston and the cylinder head is called the combus¬ 
tion chamber. 

The back-and-forth motion of the piston in the cylinder is called recipro¬ 
cating motion. In order that it may turn the wheels, this reciprocating mo¬ 
tion must be changed to the motion of a wheel revolving on its axle, which is 
called rotary motion. The reciprocating motion of the piston is changed to 
the rotary motion of the wheels by means of a crank shaft. 

The piston is connected to the crank shaft by a connecting rod, so that 
it moves in and out as the crank shaft revolves. One complete turn of the 
crank shaft, by which the piston is moved from one end of the cylinder to the 
other, and back again, is called a revolution. One-half of a revolution of the 
crank shaft moves the piston from one end of the cylinder to the other, and 
this is called a stroke. 

It must be remembered that there are two strokes of the piston to every 
revolution of the crank shaft; one down-stroke and one up-stroke. 

A steam engine is called double-acting, because the pressure of the steam 
acts on both sides of the piston. 

A gasoline engine is called single acting, because the pressure acts on 
only one side of the piston; on the top or side nearest to the cylinder head. 

The combustion that causes the pressure that operates the engine, takes 
place between the cylinder head and the piston, in the combustion chamber. 
The combustion should be timed to occur so that the greatest pressure is ex¬ 
erted when the piston is nearest the cylinder head. The pressure causes the 
piston to slide the length of the cylinder, from the head toward the open end. 

In a steam engine, the pressure of the steam forces the piston to slide 
first one way and then the other. 

In a gasoline automobile engine the pressure from the combustion acts 
on only one side of the piston, forcing it to slide only one way. After being 
forced downward, the piston must be brought upward again, and this is done 
by a heavy *fly wheel attached to the crank shaft. With the downward mo¬ 
tion of the piston, the fly wheel starts revolving. When once started, the fly 
wheel continues to revolve until friction or some other resistance stops it, but 
before this can happen the pressure is again exerted, keeping it going. 

fThe fly wheel being attached to the crank shaft, they revolve together, 
and because the piston is connected to the crank shaft by the connecting rod 
it moves with them. The piston moved downward by the pressure, starts the 
crank shaft and fly wheel, and then the fly wheel in continuing to revolve 
moves the crank shaft and piston. 

Because a gasoline engine does not operate with continuous pressure, 
during its action the piston first moves the crank shaft and fly wheel, and then 
the fly wheel and crank shaft move the piston. 

Before there can be a combustion of mixture in the cylinder, the mixture 
must be drawn into the cylinder, through the inlet valve. 

When in the cylinder, the mixture must be prepared, so that it ignites, 
burns and expands with the greatest possible rapidity and heat. 

♦Larger fly wheels are used on single cylinder engines than on multiple cylinder engines, because 
there are not as many firing impulses to two revolutions of crankshaft on a single cylinder engine. 
tThe fly wheel is usually fitted securely to tapered end of crankshaft and flange, per (92) page 62. It 
must be secure, else a knock would occur, per page 638. 


DYKE’S INSTRUCTION NUMBER SEVEN. 




Half Time Gear 
operating exhaust cam 
Exhaust cam lifts 
exhaust valves. 

Also drives Magneto. 

Fig. 1—Front end of Engine. 


Water pump 


„<Uf Time Gear u 
operating intake 
cam. Intake cam 
lifts intake valve 
Also operates pump. 

Drive gear 
on crank shaft 
of engine 


orank. 




v/ 


FIG 3 I NTA KE“SlD£ 


HQ. A rLY IV//EEL EHD 
OE EA/O/A/E 



90 FIG 4 EXHAUST, 


51 DC 


CHART NO- 27—Different Views of the Outside of a Four Cylinder Gasoline Engine with 
cylinders cast in pairs. Valves are mechanically operated. Exhaust valves on one 
side and the intake valves on the other side. Ignition by magneto. Water cir* 
culation by pump. 

NOTE—This “T” head type of engine could be constructed with the inlet and exhaust reversed if necessary. 

For instance, inlet could be on the right side of engine and exhaust ou the left side, as shown in chart 26. 

(Chart No. 28 on page 60). 


















































































































































































































































THE GASOLINE ENGINE. 


57 


After the mixture has been burned, the useless gases must be removed, 
or exhausted from the cylinder, to make room for a fresh charge of the mixture. 

These successive events must occur in their proper order, for if any one 
of them fails, or it is not performed properly, the following event cannot 
occur, and the engine will stop running. *These events are called a cycle. 

The Four Cycle Principle. 

There are two distinct cycle principles; generally spoken of as “four 
stroke cycle” and “two stroke cycle” principles. The two cycle engine is 
generally a small marine type of engine and will be dealt with under marine 
engine instruction. 

The four cycle engine is the type used for automobile work, therefore we 
will deal with this type throughout the automobile instruction. 

The cycle is thus composed of: 1st, the drawing into the cylinder of the 
mixture; 2d, the compression of the mixture; 3d, the burning or ignition of 
the mixture and the forcing downward of the piston by the pressure pro¬ 
duced by the burning of the mixture; 4th, the removal of the burned and use¬ 
less gases left after the combustion. 

The cycle is performed during two revolutions of the crank shaft, or, 
what is the same thing, four strokes of the piston. 

The first event occurs while the piston makes a downward stroke, during 
which the cylinder is sucked full of the mixture, just as a similar stroke of a 
pump or syringe sucks in a liquid: this is called the inlet stroke or suction 

stroke. 

The next stroke of the piston is an upward stroke, during which the 
mixture sucked into the cylinder is prepared by being compressed, and at the 
end or top of this stroke it is set on fire, or ignited: this is called the compres¬ 
sion stroke. 

When the compressed gas is ignited the pressure from the combustion 
forces the piston to make a downward stroke; this is called the power stroke. 

The next upward movement of the piston pushes the burned and useless 
gases out of the cylinder: this is called the exhaust stroke. 

In principle the gasoline engine is like a gun. In a gun the shot is fired 
by exploding powder behind it—in a gasoline engine we explode gasoline be¬ 
hind the piston in exactly the same way. 

There are some differences, of course When the charge goes out of the 
gun, that is the end of it. But in a gasoline engine, after the explosion drives 
the piston before it, in order to get any work out of the machine, this piston 
must come back and a new charge must be exploded behind it. The burnt 
gases and heat must be disposed of and all of these things must be done over 
and over again very quickly at exactly the right time. 

Valves are arranged to open and close at the proper time to admit fresh 
gas and to let out the burned gas, and the positions of the piston, valves and 
cams for each function are shown on chart 29. Note the direction in which 
the cams are turned by the cam gears. 

Explanation of The Four Strokes. 

Fig. 1 : In the first diagram, chart 29, the piston is at the beginning of 
the down stroke on suction, and the arrows show the direction in which it is 
moving. 

Fig. 2 : In the second diagram, the piston has completed its suction 
stroke and is now starting up on its compression stroke. 

♦The word Cycle really refers to the complete operation of the four strokes of piston to complete 
the cycle evolution. Therefore to distinguish the engine with four movements of piston, from the 
engine with two movements of pistons to complete the cycle evolution, we will call them: “four cycle" 
and “two cycle" types of engines. 


08 


DYKE’S INSTRUCTION NUMBER SEVEN. 


1 



INLET 

VALVE 

OPEN 


EXHAUST 
VA L VE 
CLOSING. 


INLET 

CLOSED 


SPAftH exhaust 
PLUG \jALVB- 
CLOSEO 



, 


— 

I 


Si N 

\ WV 

JJ 





| FLOAT. % 

CARBURETOR 

INLET CAN GEAR 

WHEN crank 
SHAFT GEAR TURNS 

V2. REVOLUTION CAN 
Cr£AR A NO CAM 
TURNS ‘/4- REVOLUTION. 


EX. CAN 
GEAR 



lifter 
tEX. CAN GEAR 
EX. CAN SHAFT 

EX. CA M 

rCRANK SHAFT 
PRJVE GEAR 
Xz. SIZE OF 
CAN GEAR. 


FI G I. SUCT/ON STROKE down FIG 2. POWER STROKE DOWrv. 

■90° 


INLET 

CLOSED 


INLET VALVE L/f TER -Un 
INLET CAN GEAR 
INLET CAN. 

INLET CAN SHAFT-* 



OUTLET 
OF BURNT 
GrASy 

maw 


FIG .2 COMPRESSION STROKS up FIG 4. EXHAUST STROKE up. 


Fig. 1. Suction stroke; note charge of gas being 
taken into cylinder from carburetor by the suction of 
piston through the open inlet valve. 

Note inlet valve opened by inlet cam. Note direc¬ 
tion of travel of cam, also note this stroke is also 
called “admission” or “inlet” stroke. 

Fig. 2. Compression stroke; note both valves are 
closed because nose of cam is not raising either of 
the valves. Note travel of cam. 

Fig. 3. Power stroke; note the spark is now occur¬ 
ring, therefore the compressed gas is combusting. 
(See page 61, note in actual practice, spark occurs 
before combustion takes place.) Both valves are closed. 
This stroke is also called “explosion” or “working” 
stroke. 

Fig. 4. Exhaust stroke; note the exhaust valve cam 
is now raising the exhaust valve. The burnt gas is 
being forced out the exhaust pipe through muffler. 
This stroke is also called “scavening” stroke. 


When piston reaches top of exhaust stroke the pis¬ 
ton will have completed the four strokes, or two crank 
revolutions, and cam shaft one revolution. 

The next stroke is the suction stroke again. These 
four strokes are repeated over and over again as long 
as engine runs. 

The above explanation of the four strokes is explained 
with a “T” head type of engine, supposed to be cut 
in half and standing in front of engine. 

The “L” head uses but one cam shaft, there is but 
one inlet and one exhaust cam for each cylinder. Just 
the same as a “T” or “round” head cylinder or any 
type of four cycle engine. The principle is identically 
the same. 

Fig. 5, illustrates the movement of the cam; note the 

cam moves 90 degrees or one-fourth revolution, each 
time the crank moves 180 degrees or one-half revo¬ 
lution. 


CHART NO. 29—The Four Cycle or Four Stroke Principle Explained. See index for “two 
07016 “ engines. 

(Chart No. 28 on page 60. Chart 30 on page 70). 























































































































THE GASOLINE ENGINE. 


59 


Fig. 3: The piston has now completed its compression stroke and the 
compressed gas is being ignited by the spark at spark plug gap. This 
ignition of the gas causes the combustion to take place and piston travels 
down with force, the amount of force being governed by the amount of com¬ 
pressed gas which was admitted to cylinder by throttle of carburetor. This 
down stroke is called the power stroke. 

Fig. 4: The piston has now completed it’s power stroke and is coming 
up on exhaust stroke, pushing burned and useless gas out exhaust valve. 

Note the inlet valve is raised to admit the suction of gas (fig. 1) and 
exhaust valve is raised to permit the burned gas to be discharged. During 
the other two strokes (compression and power strokes), the valves are 
closed. 

fThe reason for first cranking an engine to start it is due to the fact that 
a charge of gas must first be drawn into cylinder by the suction stroke, then 
compressed. After the gas is ignited, then the force of the power stroke, 
will give more turn to the fly wheel which carries the piston through the 
other three strokes until power stroke is reached again. (See page 116.) 

Therefore, during three strokes (suction, compression and exhaust), the 
engine is not developing power. There being only one power stroke out of 
the four. 

In starting the engine with the starting crank, the spark lever (chart 
33) must be retarded so that combustion occurs when the piston has begun 
to move downward on the power stroke, otherwise it will fire before piston 
reaches the top and run backwards for half a revolution termed “kicking or 
back firing.” 


Additional Explanations of the Four Strokes. 

As explained four events, called the cycle, occur in the cylinder of a gasoline en¬ 
gine during every two revolutions of the crank, or, what is the same thing, during every 
four strokes. 

The strokes of the piston during the events of the cycle (as stated previously), are 
called the: 

1st—“ Inlet’’ or suction’ ’ or “admission” or “inspiration” stroke, fig. 1, chart 
29. 2d—“Compression” stroke, fig. 2. 8d—“Power” or “firing” or “working” or 
“explosion” stroke, fig. 3. 4th—“Exhaust” or “scavenge” stroke, fig. 4. These will be 
described in their proper order. 

♦Suction stroke; the inlet stroke is a downward stroke of the piston, sucks in the 
explosive mixture. Note fig. 1, chart 29. 

The speed of the engine is governed by the amount of gas drawn into cylinder 
through the throttle valve of carburetor (page 66). If high speed is desired, it is 
necessary that all of the mixture possible may be sucked in, for it is clear that if the 
cylinder is only partly filled not as much power will be developed as would result from 
a full charge. There must be no obstruction in the inlet pipe to prevent the mixture 
from entering the cylinder easily, and the inlet valve must open wide enough to admit 
the full charge. (See chart 28, 3 3 and 106.) 

As the inlet valve is mechanically operated, the cam must be adjusted (by having the 
inlet cam gear properly meshed with the crank shaft gear) so that it will open the valve 
promptly as soon as the sucking action of the piston commences, which it is just beginning 
to do in fig. 1, chart 29. Note the cam is just starting to raise the inlet valve. 

If all the openings into the cylinder, as the exhaust valve, the spark plug, piston 
rings, relief cock, etc.—are not tight, air or gas will be sucked into the cylinder 
through them at the same time that the charge enters through the inlet valve, and 
this would destroy the proportions of the mixture. 

If the inlet valve does not open soon enough, the piston will have made part of its 
stroke before the charge begins to enter; if it opens too soon, part of the burned gases 
from the previous power stroke will be pushed into the carburetor. 

♦See Dyke’s working model No. 1, of the “T” head type of gasoline engine, and the four cylinder 
engine model for the *‘L” head type of engine. 

tThe piston of a steam engine moves as soon as steam is admitted to the cylinder—because 
pressure exists in boiler—therefore it is self-starting. There is no pressure in a gasoline engine un¬ 
til it is running—therefore it is not self-starting. The crank shaft must be turned by hand or an 
electrical or mechanical device. 


60 


DYKE’S INSTRUCTION NUMBER SEVEN. 


^ Spark Plug wire 


Float 
Chamber 



G<3 s-ot i ne AdjuSfi no Air 
screw intake 


Oisoharg* of 
urnt gas. Ay 


Fig. 1. In this view we are looking at the end of the engine. Imagine end cylinder cut in half. 

The object is to illustrate how the gasoline from the tank flows to the carburetor and fills the 

float chamber until the float needle cuts off the flow. The gas, mixed with air, is then drawn into 
the cylinder by the suction of the piston on the suction stroke. During this suction stroke the intake 
valve must be opened by cam (nose shaped affair at bottom of valve lifter) to permit gas to enter cylinder. 

After the cylinder is filled with gas, which is the.purpose of the suction stroke, the intake and ex¬ 
haust valves are closed and the piston on its up stroke (compression stroke) compresses the gas. At 
the highest point of compression the gas is ignited by the spark at the point of the spark plug and 

the piston is forced down with considerable force; this is called the explosion stroke. As the piston 

travels up again the burnt gas is expelled through the exhaust valve which should open at this tim«, 
and permit the burnt gas to pass out through the exhaust pipe and muffler, this fourth and last stroke to 
complete the operation, is called the exhaust stroke. 

The spark occurs 
at spark plug when 
piston is almost at 
the top of compres¬ 
sion stroke. (See 
Fig. 3, Chart 29). 

This spark is 
causod to occur by a 
coil and battery be- 
i n g connected to¬ 
gether at the right 
time by a “timer or 
commutator” 'con¬ 
tact. 

The timer arm is 
revolved by the cam 
shaft to which it is 
attached. Therefore 
it revolves once and 
makes one contact 
during two revolu¬ 
tions of crank shaft, 
if a single cylinder 
engine. If a four 
cylinder, there would 
be four contact seg¬ 
ments for arm to 
touch during one 
revolution. 


If a magneto is 
used for igniton, as 
in Fig. 1, then the 
magneto is run from 
cam shaft and con¬ 
tact is made by an 
“interrupter” arm 
at the right time. 
See Chart 33. 



SECONDARY W/RE GROUNDED TO 

E/uotna w/tv &/)TrfE*>y w//?a 


CHART NO. 28 — Elementary Principle of Carburetion and Ignition; explaining how the gas is 
sucked into Cylinder by down motion of Piston and how the Spark is made to occur at the 
correct time. 


(Chart 29 on page 58.) 






























































































THE GASOLINE ENGINE. 


61 


If it closes too soon, the cylinder will not get a full charge; if it closes too late, 
part of the mixture will be pushed out of the cylinder on the compression stroke. 

fCompression stroke. The next stroke up of the piston is the compression stroke. 
As the piston travels up, the mixture cannot escape, therefore it is compressed until it 
occupies only the space between the inside head of cylinder and head of piston. 

Power or explosion stroke; at this instant the spark should occur, which ignites 
the compressed gas causing the piston to be forced down with considerable force. This 
force or pressure is governed by the amount of gas and compression space in top of 
cylinder when piston is at its extreme up position. 

Too poor or too rich mixture will not burn as rapidly as a proper mixture, and must 
therefore be ignited sooner. 

In getting the proper time for the ignition of the mixture, it must be remembered 

that it is necessary for the spark to occur at such a time that all of the mixture is to be 

burned just as the piston is at the top of its stroke—when the gas is compressed to the 
highest point. 

The contact on timer or commutator, or the magneto contract breaker in the igni¬ 
tion circuit, is so arranged (see chart 33), that it may be moved, in order that the 
spark may occur in the cylinder at the instant desired by the driver; that is, the spark 
can be made to occur early or late by movement of the hand spark lever. Advancing 

the spark is to move the timer or contact breaker, so that the spark will ignite the 

mixture (early) before the piston reaches its upmost point in the cylinder. Retarding 

the spark is to move the timer so that the spark occurs later in the stroke, in some 

cases as the piston reaches its upmost position, or even a trifle after. 

If the spark is advanced too much, all of the mixture will have been burned be¬ 
fore the piston reaches its upmost point, so that it will be necessary for the fly wheel 
to force the piston upward against the pressure until it gets to its upmost point. This 
strains the engine, and causes a sound that is called an ignition knock; a hard, metallic 

sound that may be prevented by retarding the spark. 

It is seen from the foregoing that the speed of the engine may be also controlled 
(in addition to the gas throttle lever; see chart 33) by advancing or retarding the 
spark, the speed of the car changing accordingly. 

Exhaust stroke: during the exhaust stroke, the cylinder is cleared of the burned 
and useless gases that are left from the power stroke. 

Toward the end of the power stroke, there is still pressure in the cylinder, and 
when the exhaust valve is opened this pressure will cause the gases to begin to 
escape. 

As the exhaust stroke is an upward stroke of the piston, the piston will push out 
through the exhaust valve all of the burned gases that do not escape by their own 
pressure. 

Back pressure, caused by the muffler or obstructions in the exhaust pipe, will 
prevent the burned gases from escaping as freely as they otherwise would, and all may 
not be pushed out by the time that the exhaust valve closes. 

If all the burned gases are not pushed out of the cylinder, it will prevent a full 
charge of fresh gas from being drawn in, which will cause a weak mixture and a weak 
explosion. 

The e xh aust valve closes as the piston reaches its upmost point, or a little after 
it, the inlet valve opening as it closes. 

The exhaust valve and its seat are exposed to the full heat and flame of the 
burning mixture, and are more liable to warp or pit than the inlet valve. 

It must be watched, and if there does not seem to be perfect compression when 
the engine is cranked the probability is that it needs grinding to seat it properly. 

A proper mixture will be entirely burned before the exhaust valve opens. An 
Improper mixture that burns slowly, may still be burning when the exhaust valve opens, 
and will heat the exhaust pipe and muffler so that the pipe may become red hot. Such 
a mixture wastes fuel, and may result in a fire. It may be corrected by making a 
correct adjustment of the carburetor and spark, which will be explained later on. 

» 

fNote on word “compression” —the word ‘‘compression” as used by motorists in such terms as 
“good compression” or “weak compression” refers rather to the compressibility of the engine than 
to the amount of pressure actually obtained in the cylinder, which, of course, varies very much with 
the amount of gas admitted to the cylinder during the suction stroke and also to condition of tha 
piston rings and other parts which might leak and cause the pressure to decrease. 



62 


DYKE’S INSTRUCTION NUMBER SEVEN 





A—Upper half of crank case (42), (turned upside 
down) showing the main bearings (95). Note 
lower half of one of the main bearings at top 
of illustration. 


D—Upper half of the crank case (turned 
upside down) showing cam shafts 
(104) and cams (105). Continued on 
page 64. 

Key to Engine Parts. 


Crank Case— 

Upper half (upside down). 42 

Crank case—lower half. 90 

Crank shaft (4 cylinder) . 92 

Fly wheel . 44 

Starting crank . 43 

Main bearings . 95 

Connecting Rods . 93 

Crank pin bearing . 94 

Wrist pin .*. 96 

Piston . 97 

Piston rings . 98 

Piston pin . 96 

Cam Shafts .104 

Cams (nose shape, which raise the 

valves) .105 

Valve plunger guide .106 

Gears— 

Drive gear on crank shaft.109 

Cam shaft gear .110-111 

Magneto gear . 54 

Pump gear .113 

Cylinders— 

Cast in pairs—“T” head. 39 

Inlet valve caps . 40 

Exhaust valve caps . 41 

Pet or relief cocks.115 

Outlet water connects with radiator... 116 
Studs for cylinders .117 

Pump—(Water circulating) . 49 

Intake water connection .118 

Valves—(Mechanically operated) — 

Intake gas valves.119 

Exhaust valves .120 

Valve springs .121 


Manifold— 

Inlet gas pipe (supports carburetor 
and passage of gas to cylinders) ... 45 


Exhaust pipe (passes to muffler and 
through muffler the burnt gas is dis¬ 
charged) . 47 

Ignition— 

Magneto, supplies electric current for 

igniting the gas—run by gear. 53 

Magneto distributor .122 

Contact breaker on magneto.223 

Spark plugs . 56 


B —Upper half of the crank case (turned upside 
down) showing the crank shaft (92) in place 
in the main bearings. 


C—Upper half of the crank case (turned upside 
down) showing the connecting rodB (93) fitted 
to the crank shaft (92). 


CHART NO. 31—Explaining how a Four Cycle, Four Cylinder Gasoline Engine is Constructed. If 

the reader will start with illustration (A) and study each carefully he will note different parts are 
added until the engine is completed. 


NOTE: —The S. A. E. now designate the lower part of crank case as the “oil pan” when containing no bearings. 
If it contains bearings, it is termed lower crank case. S. A. E. further designate crank cases of the “split 
type” and the “barrel type.”—In the barrel type the crank shaft is removed from one end of crank case. 
The bearing caps being removed through hand hole plates. Type shown here and most used, is the “split type” 
with the bearings completely in the upper half as at (A). 

(Chart 30, see page 70.) 





























































































































THE GASOLINE ENGINE. 


63 


Types of Engines. 

As previously mentioned there are several types of engines, all of which 
work on the four cycle principle. In order that the reader may more clearly 
understand we will give an outline illustration of some of the different types 
of engines in general use, see pages 70 and 71. 

The type of engine used more than any other type for automobile work, 
is the four and six, the eight and twelve V cylinder type of engines are also 
popular. We will confine our attention, however, principally to the four. 

Building a Four Cylinder Engine—showing 
the construction, step by step. 

Before the reader can thoroughly grasp the meaning and purpose of the 
parts, we will build up a four cylinder T-head type of engine as shown in 
charts 31 and 32. We shall then describe what each part is for, and the vari¬ 
ous constructions of the different parts by different manufacturers. 

*Crank case: by referring to fig. A, we have an aluminum crank case, upper half part, 
which we lay on the floor, upside down, so that we can see the bearings (95). 

The bearings are made in two halves. The bearings are usually made of bronze or 
white metal and are termed “ bushings’ * instead of bearings when removable or renew¬ 
able. The bushings are fitted into bearing caps. 

Shims (thin paper or metal strips) are placed between the two halves of the bearing 
so that when wear occurs a ^^ shim ,, can be taken out and the lost motion taken up. 
See index. 

The crank shaft (92, fig. B), will now be fitted in the bearings. The bolts ar« 
tightened so that there is no lost motion. 

The connecting rods (93, fig. C), will now be fitted to the crank shaft. The lower 
half of the large end of the connecting rod, called the connecting rod cap, is removed, 
io that it can be fitted to the crank shaft. It is then tightened carefully, and shims in¬ 
serted so that it works free on the crank shaft, but good and tight, so that there will 
be no lost motion. If there was lost motion a knock or pound, which would eause wear, 
would be the result. 

The cam shaft (104, fig. D), with the four cams (105, nose shaped) are now 
fitted to its bearings. In this engine there are two cam shafts; one with four cams for 
raising the four inlet valves, and the other one, with its four cams (105) to raise the 
four exhaust valves. 

The nose of the cams are so placed that they are divided equi-distance apart so that 
when they revolve they will raise the valves, by pushing them up with their nose, at a 
certain given time. The timing gears which operate the cam shafts, will be explained 
further on. 

The crank case, is now turned right side up, after having fitted the lower half of the 
crank case (9 0) (oil pan). This lower half holds the oil, which the crank shaft splashe* 
in (lubrication systems explained farther on). 

The piston or wrist pin (96, fig. E), in small end of connecting rod, is shown in 
the next illustration. This holds the piston to the end of the connecting rod (details of 
each part will be explained further on). 

After the four pistons are fitted to the connecting rods, the cylinders (39, fig. F), 
are fitted down over the pistons, being careful not to break the piston rings (98, fig. E). 
(Treated under repair section.) 

The cylinders (39, fig. F) are bolted to the crank case by nuts fastening to studi 
(117, fig. E). 

The valve lifter guides (106, fig. F) are fitted in holes in each side of the crank 
case that they will come in line with the exhaust valves on one side of the cylinders, and 
the inlet valves on the other side. 


♦Technically the term “crank case lower half” should be “oil pan” and as the term “crank 
case lower half” is used only when it contains the bearings, whereas in this and most engines tha 
lower half is merely an oil pan. 


64 




DYKE’S INSTRUCTION NUMBER SEVEN. 


H —Shows exhaust valves (120, opposite side of engine) 
with exhaust pipe (47), relief cocks (41), water 
circulating pump (49). The flywheel (44) is also 
mounted on end of crankshaft. 


G —This view shows the intake valves (119) 
in cylinders, intake pipe (45) with car¬ 
buretor, fitted to cylinders, also magneto 
(53), mounted and geared to one of the 
cam gears. 


E —Upper and lower half of crank case with 
lower half of crank case (90) bolted to upper 
half (42). The upper half of crank case is 
now turned right side up. The pistons (97) 
and piston pin or wrist pins (96) are shown 
—also the studs (117), to hold cylinders in 
place. 


The cylinders (39, cast in pairs—“T” 
head type) are now bolted to crank case. 
The valve plunger guides (106) are also 
fitted. The crankshaft drive gear (109) 
is fitted to crankshaft (92). The two 
camshaft gears (110) are next applied 
to the camshaft (104). 


// 4 * 

HI 


CHART NO. 32—Construction of a Four Cycle, Four Cylinder Gasoline Engine, Continued. Car¬ 
buretor, ignition and water circulating system added. 






















































































TIIE GASOLINE ENGINE. 


66 


, Valve lifters are now fitted through these valve lifter guides (see chart 26), which 
raise the valves through the action of the cams. 

The gear for driving the timing gears, called the crank shaft timing gear (109), 
is ke} ed or threaded to end of the crank shaft (92); this gear drives the two timing 
gears (110 and 111). * 

*The cam shaft timing gears are keyed to the cam shaft (104), one gear and shaft 
to operate the inlet valves (119), fig. G, and the other gear and shaft to operate the ex¬ 
haust valves (120), fig. H. The gear case is filled with grease and a cover is placed over 
the gears. (On modern engines the gears run in oil.) 

The inlet valves are placed in their seat by passing them through the inlet valve cap 
holes (40). 

The exhaust valves are placed in position, on the opposite side of the cylinders, in 
the same manner. 

The inlet manifold (45) fig. G, is now bolted to the inlet valve side of the cylinders, 
and the carburetor is connected to it. 

The exhaust manifold (47) fig. H, is bolted to the exhaust side of the cylinders, and is 
connected with muffler (48) at rear of car, by the exhaust pipe (47); see chart 5. 

The exhaust valve caps (41) and the inlet valve caps on the opposite side are now 
screwed in place—tightly. 

The priming cups also known as compression or relief cocks (115) fig. H, are screwed 
into the exhaust valve caps. 

The spark plugs (56) are screwed into inlet valve caps or in center of each cylinder 
as per page 54, but usually over inlet valves. 

The fly wheel and starting crank (44-43) are fitted to each end of the crank shaft. 
By referring to fig C-92, the reader will note the end of crank shaft tapers, and a* 
flange is also turned on this crank shaft. The fly wheel fits to this taper and bolts 
to the flange, as there positively must not be any lost motion. 

The magneto (53) fig. G, is bolted in place on a brass base provided for it, on the side 
of the engine. An extra gear (which will be explained further on) is operated by the 
cam shaft and drives the magneto, which generates electricity. The electricity is dis¬ 
tributed to the four spark plugs (56) at certain periodical times by the distributor on 
magneto (122) fig. G. 

We now connect our wires through switch (55, see chart 1) to magneto. This switch 
is to cut off or turn on the electric ignition. 

The circulating pump (49) is connected to the water jacket of cylinders. Ths 
gear (113) driven by the cam gear, drives the pump, and keeps the water in constant 
circulation, which keeps the cylinders from getting 1 too hot, not over 170 to 180 de¬ 
grees Fahr. We now connect rubber hose (51) to metal pipes on radiator (50), see chart 1, 
and also to our pump (49) and belt up our fan (52), which is run from the sams 
shaft. The radiator is filled with water by unscrewing cap (50, chart 1). 

We now connect the gasoline fuel pipe (62) from gasoline or fuel tank (58, see 
chart 1) with carburetor. 


•(■Starting the Engine. 

We now have our engine ready to run (we will presume it has been 
fitted to ear as shown in chart 1). 

We now put the gear shift lever in “ neutral ” position, so the car will 

not move when the engine begins to run. 

The starting crank is revolved, which turns the crank shaft, timing 
gear and moves the pistons, (see chart 26). The crank shaft timing gear 
revolves the cam gears which in turn revolve the cam shaft, and which in 
turn revolves the cams. 

When the cams turn, one of them with its nose pushes up one of the 
eight valves in one of the four cylinders. (There is one intake and one ex¬ 
haust valve for each cylinder.) We will suppose that this valve being raised 
is the inlet valve of No. 1 cylinder. As this valve is raised the piston will be 
going down on the suction or intake stroke, as explained in fig. 1, chart 29, 
and draws in a charge of gas. 


•The gears are timed as shown under valve timing. 

tSee page 59 why it is necessary to start a gasoline engine. 



66 


DYKE’S INSTRUCTION NUMBER SEVEN. 



Fig. 1.—Illustrating the principle of opening and closing the throttle valve on 
the carburetor by the throttle lever on the steering wheel. 

See Chart 8 and note Fig. 68 and follow the rod leading through the steering 
column (63) and note how it connects at (72), with carburetor. 

Opening the butterfly throttle valve on the carburetor admits more gas into the 
cylinder, thereby increasing the speed. Closing this valve reduces the speed. 

At the same time the throttle lever is '‘advanced,” the spark lever, which shifts 
the contact breaker on the magneto, is “advanced” also. 

If a timer with a coil system of ignition is used, then the spark lever (see page 60) 
shifts the tinier instead of the contact box on magneto. 

The object in advancing the ignition as the throttle is opened, is to cause the gas to 
ignite earlier—which is explained on page 67. 



CHART NO. 33 Elementary Principle of Control of Speed of Engine; explaining the 

action of the throttle and spark. 








































































THE GASOLINE ENGINE. 


67 


The suction stroke is now completed; the gas which was drawn into the 
cylinder must now be compressed. Just as it is compressed, the electric 
ipark occurs at the point of the spark plug and ignites the gas. 

At the moment the gas is ignited, the force of the explosion forces 
the piston down and this force gives momentum to the fly wheel, which 
will keep the crank shaft in motion until another piston in one of the four 
cylinders has drawn in and compressed its gas and fired. The cycle opera¬ 
tion explained in chart 29, is repeated over and over again in each cylinder. 
(See page 116, how a 4 cylinder engine fires.) 

Control of Speed of Engine. 

After the engine is started with starting crank (self starters will be 
explained further on), the speed of engine is controlled by opening and clos¬ 
ing the throttle of the carburetor which, when opened admits gas to the 
cylinder. The more gas admitted the stronger the explosive force will he, 
hence more speed. The gas of course, is admitted through the inlet valve 
during the suction stroke. 

The opening and closing of throttle is regulated by hand by means of 
the throttle lever (fig. 1, chart 33 and 106) on the steering wheel, or by a foot 
pedal connected with the same throttle lever called an “accelerator.” (See 
index.) 

Carburetion; the carburetor is connected to the inlet manifold by the 
inlet pipe, and the gasoline flows to it from the supply tank through a 
small brass or copper pipe, called fuel pipe. 

Pure gasoline vapor will not burn, but must be mixed with air before it 
can be used to develop pressure. The mixing of gasoline vapor and air in 
the proper proportions is called carburetion. To give the best results, the 
mixture of gasoline vapor and air must always be in correct proportion. 
(See index.) 

There is a passage through the carburetor into which the air is drawn as 
the piston makes the suction stroke. The liquid flows to the carburetor and 
is brought into contact with the current of air. The gasoline turns to vapor, 
and is absorbed by the air, the mixture being sucked into the cylinder on the 
suction stroke. 

The quantity of mixture that is drawn into the cylinder during one suc¬ 
tion stroke is called the charge. Details of carburetion are given in Instruc¬ 
tion 12. 

Ignition; when the throttle is being opened and the engine begins to 
speed up, it is then necessary to also “advance” the time of ignition in other 
words, cause the spark to occur sooner than when engine was running slow. 

A spark lever is usually placed on the steering wheel along side of the 
throttle lever, which is connected by a rod and bell crank to the contact 
breaker box on the magneto or if a coil and timer is used, to the timer. (See 
chart 33 and 106.) 

When the spark lever is moved, it also moves the contact breaker box 
on magneto or commutator, wdiich causes the spark to occur “late” or 
“early” according to the movement of this lever, (chart 33). 

The reason for advancing the spark is as follows: To begin with, the 
charge is set on fire, or ignited, at the proper time by an electric spark. 

The current of electricity that supplies the spark is produced by a bat¬ 
tery, or a magneto or dynamo driven by the engine. 

The exact instant for the ignition of the charge depends on the kind of 
work to be done, the speed of the engine, and the quality of the mixture. If 
the charge is ignited too soon or too late, the engine will not run properly. 


68 


DYKE’S INSTRUCTION NUMBER SEVEN. 


The time of ignition, or instant when the electric spark sets fire to the 
charge is controlled by means of a commutator, timer or contact breaker 
which is advanced or retarded by the driver by means of a spark lever on 
the steering wheel. 

We have up to this time supposed that the spark occurs exactly at the 
moment when the piston reaches the top of the compression stroke. Now, 
this would be its correct timing were it not that the gas takes quite an ap- • 
preciable time to explode after being ignited, an interval let us say of 1/240 
of a second, so that before the gas has had time to burst into a full explosion, 
the piston, on account of its great speed (suppose it is traveling at 1,500 
revolutions per minute), will have traveled about a quarter of a stroke down 
the cylinder before being affected by it. This means a quarter of every 
power stroke wasted. 

*The advance of spark; the remedy for this is to make the spark occur 
a quarter of a stroke earlier ; that is, make it occur w T hen the piston has com¬ 
pleted but three-quarters of the compression stroke so that the full burst of 
explosion and the piston arrive simultaneously at the top of the stroke, or on 
top “dead center.” This is called advancing the spark. 

The retard of spark; suppose the engine is now running at only half the 
speed, say 700 revolutions per minute. During the exploding or igniting 
period, which we assumed to be 1/240 of a second, and which remains the 
same, the piston, with its speed now reduced, has not time to travel 

so far, and the spark therefore need not be so much advanced. 

Again, when the engine runs dead slow, say at 100 revolutions per 

minute, which is slow for a motor car engine, the spark requires hardly any 
advance at all. So that we see at once that the faster the engine runs the 

more the spark must be advanced, and that the slower the engine runs the 

less it need be advanced, or, to express it in a more usual way, the more 
the spark must be retarded. 

Let it be clearly understood that to “advance” or “retard” the spark, 
means to cause the spark to occur earlier or later relatively to the position of 
the piston. It does not mean that the spark is made to occur more frequently 
or less frequently. 

Question. —How can the spark be made to vary as to the time at* which it takes 

place? 

Answer. —In chart 33 a device is shown on the magneto which is called a “contact 
breaker. ” This is usually placed on the end of the magneto armature shaft whick 
is operated by the cam shaft. It is nothing more or less than what we might call a 
rotary or revolving electric switch. For instance, suppose the contact is made on 
dead center, but should it be necessary to advance the spark, the contact breaker can 
be turned, by means of a spark lever on the steering wheel. This will cause tka 
spark to be turned on earlier or before the piston has reached the top of the stroke. 

Question. —Suppose I do not advance the spark when the throttle is opened and 
engine is running fast, what then? 

Answer.—The engine wastes say quarter of every explosion stroke, and fails to 
run so powerfully as it would were the spark properly timed or advanced. 

Question. —What if I advance the spark when the engine runs slowly? 

Answer. —Then there will be a fierce struggle inside the engine; the piston fighting 
to complete the compression stroke, and the explosion, which has occurred too soon, 
trying to force it back again. And which wins? If the engine is working fairly 
briskly, the piston overcomes the explosion; otherwise the explosion drives back tha 
piston, and stops the engine 

This is why frequently when an engine is cranked it “kicks back”; the spark 
has been advanced too far, and the piston can’t overcome the early explosion. 

Question. —How can I tell when the spark is too much advanced? 

Answer. —There will be a sound in engine as of a hammer striking the top of tha 
piston. The engine will be said to knock, and the more the spark is advanced tke 
louder will be the knock. 

*Note.—Lag in the explosion stroke is also due to the electrical apparatus producing the spark, see 
pages 308 and 243. *See also pages 305 to 309. 


THE GASOLINE ENGINE. 


69 


Question.—And what should make it knock? Does the piston strike the top 
of cylinder? 

Answer.—We have already pointed out that this is impossible, as the length of 
the stroke is invariable; neither does it appear that it is caused by a general looseness 
throughout the parts of the engine, since new engines knock as much as old ones. 

A possible explanation, and one which has received some support, is that the 
charge in the cylinder detonates in much the same way as certain solid explosives. 
A piece of gun-cotton, for instance, if laid upon an anvil and lighted with a match, 
burns silently, because it has all the space to expand in that it requires, but if instead 
of its being lighted it be struck with a hammer, it goes off with a loud report. 

Now, in the case of the gas exploding in the cylinder, if the piston is able to 
move away from it easily and thus give room for the expansion, there is no noise, 
but if, as in the case we are discussing, the piston moves against the explosion, like the 
hammer falling on the gun-cotton, the result is a report. 

The knocking is not always detected easily by the novice, who will probably con¬ 
fuse it with other sounds on the car, but when once it has made itself evident, the 
spark should be instantly retarded until the knocking ceases. 

The strains set up in an engine which is allowed to knock may seriously damage 
connecting rods and cranks. 

An engine should not be slowed by retarding the spark. If it has been noticed 
by the reader during the last few paragraphs that it is possible to slow an engine by 
retarding the spark, let him at onee understand that this is the last method by which 
it ever ought to be done. 

It is not only unscientific, but is also wasteful of fuel, unnecessary work for the 

engine, and causes rapid pitting of the exhaust valves, the gases passing through them 

in an incandescent form. 

The correct method of slowing down or increasing the engine speed is to shut or 
open the throttle valve, which is situated between the carburetor and the inlet valve, 
by which the amount of fuel supplied to the engine may be regulated (see illustra¬ 
tion, chart 33, fig. 1). Then as the engine varies its speed slower or faster, the spark 
should be retarded or advanced accordingly. 

The rule therefore is to let the engine speed follow the throttle and make the spark 

follow the engine speed; or to put it in another way, to drive economically, keep the 

throttle valve closed as much as possible and the spark advanced as far as possible, short of 
knocking or tendency to knock. 

Retarding the spark too much produces heat, see page 319. 

Ignition. 

Consists of a spark plug, a source of electric supply, which may be either a mag¬ 
neto, generator or battery and coil. If the latter system, then a timer or commutator is 
used to make contact from the battery to the coil, causing a spark to occur at the points of 
the spark plug. See fig. 5, chart 39 for an early form of commutator—more modern 
methods will be treated further on. 

The spark plug can be placed over center of piston or side of cylinder if overhead 
valves. If side valves; over inlet valve—usually screwed into inlet valve caps—see 
chart 30-A. 


Carburetion. 

This subject is treated under instruction numbers twelve and thirteen 

Cooling. 

The explosion of the charge in the cylinder produces heat. This heat is so intense 
that the lubricating oil will burn and be made useless if the cylinder is not kept fairly 
cool. If the lubricating oil were burned, the friction of the piston against the cylinder 
walls would be so great that they would cut each other, and the piston would stick, 
stopping the engine. The cylinder must therefore be kept from heating to the point at 
which the lubricating oil would burn, but as the heat develops the pressure, the cylinder 
must not be too cool. 

The cylinder may be cooled either by a current of air, or by water circulating around 
it. See instruction number fourteen on the subject of cooling. 

Fuel System. 

There are two fuel systems in general use for feeding the gasoline to the carbureter*: 
the pressure and gravity feed—the two will be explained further on under instruction 

number twelve. 


Lubrication. 

There are several methods for lubricating the moving parts of an engine, which will 
b« fully treated further on under instruction number fifteen. 


70 

r 


DYKE’S INSTRUCTION NUMBER SEVEN. 




FlGr.2. 

-A Single Cylinder Horizontal 






FIG. 3 


Two Cylinder Onpoeed Type 


o=c 



CR/\Hn o»s/f TSr 
irJ _ 


CASAf r f£l 


'inANSMtssion cm 

GAShfT Hi H f 


Fig. 1. A single cylinder ver¬ 
tical type of engine, with air 
cooled cylinder. Valves are both 
on the side and mechanically oper¬ 
ated. There are two fly wheels 
with a crank pin between them. 
The fly wheels run inside of the 
aluminum crank case. This type 
of engine is used on motorcycles, 
cycle cars, and railroad light cars. 



Fig. 2. A single cylinder horizontal type of engine, with water 
cooled cylinder. Formerly used on light weight automobiles. Seldom 
used, valves mechanically operated. 

Fig. 3. A double cylinder opposed type of engine, with water 
cooled cylinders and mechanically operated valves. Note cylinders 
are 180° apart. Cylinders are “L” type. The crank shaft is also 
3 80° type. 

Fig. 4. A twin cylinder “V” type of engine, with cylinders 
placed 45° apart. Cylinders air cooled. Valves mechanically oper¬ 
ated from overhead. Cylinder is the “round” type. This type of 
engine used on motorcycles and cycle cars. 

Fig. 5. A four cylinder vertical type of engine, with transmis¬ 
sion and clutch in one housing joined to engine—called a “unit 

power plant.” This engine is suspended in 

frame at three points, therefore it would be 
called a “three point suspension” type of 

power plant. Valves all on one side of the 

“L” type cylinders. 

The cylinders are all cast together or “in 

block.” The cylinder head is in one piece. (The 
Ford.) 


Emergency Brake 
CearShiBS 


Tig. 6. A six cylinder “unit power plant.” Trans¬ 
mission, clutch case join the engine. Cylinders are cast 
together or “in block.” 


Fig. 8. Eight cyl¬ 
inder “V” type en¬ 
gine, with cylinders 
placed at an angle 
of 90° apart. One 
cam gear operates 
the valves on both 
sides of the “L” 
shaped cylinders. 
There are four cylin¬ 
ders on each side, 
usually “in block.” 
Crank shaft is a four 
cylinder type (180°) 
crank, with two con¬ 
necting rods to each 
crank pin. 




Fig. 7. A four cylinder engine with cyl¬ 
inders cast separate. All valves are on one 
side; hence “L” type cylinders. 


CHART NO. 30—Types of Four Cycle Gasoline Engines. 

Chart 34 on page 74. 




























































































































THE GASOLINE ENGINE. 


71 


The Automobile Engine. 

The 4, 6 and 12 cylinder engine is used for 
automobile work. The six is used most. 


Ol/TVCT 


VALVE 
C*_£AfcAN CS 
ADJ.JD03 


tsammelto 

SB&'on 

FLYWHEEL 
Foe nn*NO 



Valves are placed on the side or overhead. 
Ignition, usually coil and battery, using a 
timer and Tlistributor. A generator supplies 
current for charging battery, also for lights 
and ignition. Battery supplies current for 
lights, ignition and starting motor. Speed of 
automobile engines vary from 150 to 2000 r. 
p. m., for instance, the Studebaker six 3%" 
bore x 5" stroke engine, and many others. On 
some few engines the speed is as high as 
3000 r. p. m. Control of speed is by a hand 
throttle lever and foot-accelerator. A governor 
is never used. 

The Truck Engine. 

Usually a 4 cylinder engine is used on 
trucks, for reasons stated on page 747. Valves 
usually on the side. Ignition usually a high- 
tension magneto and on the Buda engine, per 
figs. 11, 12, used in the Master truck, the 
Eisemann magneto with automatic advance, 
per .page 289 and 285 is used. Speed of engine 


Fig. 11 

MAGNETO p»»«»ng^cup 
SIDE 


CVL'NOCB BLOCK 


WATE» OUTLET 
MANIFOLD 


EXHAUST PjPL 


Distributer 
•PLUG OVER VALVE 
TiMiHG^iaqkS OH 



PUMP AND 
MAGNETO SHAFT 


Oil PUMRANOSTRAlHER-2 


flexible magneto coupling 


wa t EP. PUMP 



is comparatively slow, 950 to 1000 r. p. m. 
Speed is governed by McCann or Pierce 
governor on this engine, per pages 840, 841 
and for reasons explained on page 839. Stroke 
of piston usually long and in this instance, 
bore is 4 1 ,4"x6" stroke or 32.4 II. P. (S. A. E.), 
or 52 actual H. P. Truck speed is from 12 to 
17 m. p. h. Starting is usually by hand-crank 
in connection with an “impulse starter,” 
per page 832. Control of speed by hand 
trottle and accelerator. 

Airplane Engine. 

Many airplane engines use the overhead 
valves and overhead camshaft as per pages 
912, 916, 918, 921, 922, 936. Ignition used is 
high-tension magneto or coil and battery 
ignition. Speed of engine at flying speed 
1400 to 1700 r. p. m. Number of cylinders, 
usually 8 or 12. See above mentioned pages 
for further details. 

The Tractor Engine. 

Usually a 4 cylinder engine is used on 
tractors, for reasons stated on pages 753, 831. 
Valves overhead or on the side and some use 

the overhead 


Overhead 
vaLres- 

•cylinder head-i 


governor 
rods. 


gov¬ 

ernor; 


valve 
rocker 
-arms 



Oil pump 


FIG. 8 


“dual” valve 
system. The stroke 
is usually long, 
average being 4Y 2 " 
bore x 6" stroke. 

Speed of engine 
j-i is controlled by a 
governor, per fig. 
8, which is a cen¬ 
trifugal ball-type, 
operating through 
levers to carbure¬ 
tor throttle (T). 

The governor is 
'crank- used to maintain 
a uniform speed 
and to prevent 
engine from “rac¬ 
ing” if load is 
suddenly released, 
of from “stal¬ 
ling” if load is 


suddenly applied. Speed of engine usually 950 
r. p. m., which speed is usually maintained 
for long periods of time while working. 
Speed of tractor very slow, see pages 830, 831. 

Ignition is usually by means of a high- 
tension magneto, in connection with an “im¬ 
pulse-starter”. 

Carburetion by means of gasoline to start 
with and kerosene to run on after engine is 
heated up. The heating of fuel around intake 
manifold from exhaust gases is very import¬ 
ant when using kerosene—see pages 827, 831. 

Cylinder barrels or liners, are used on 
many tractor engines. They consist of re¬ 
movable liners (fig. 8) placed in cylinder 
blocks, which in case of wear or accident can 
easily be replaced with new ones. 

The reader can now compare the relative 
difference between the four engines and thus 
note, that while the construction may vary, 
the same underlying principles are used. 


CHART NO. 30A Relative Difference Between the Automobile, Truck, Airplane and Tractor En¬ 
gine. 

























































































































































































72 


DYKE’S INSTRUCTION NUMBER EIGHT. 


INSTRUCTION No. 8. 

^ENGINE PARTS: Stationary Parts. Moving Parts. Purpose, 
Principle and Location of Parts. 

The stationary parts are: crank case, upper and lower half, bearings, 
cylinders, exhaust and inlet ports, valve caps, compression or relief cocks, 
water cooling pipes, carburetion and part of the ignition systems, exhaust 
and inlet manifolds. 

The moving parts are: crank shaft, connecting rods, pistons, piston 
rings, piston pin or wrist pin, cams, cam shaft, timing gears, crank shaft 
gear, valves, valve plunger or tappet or lifter. 

Crank Case. 

The cylinder is attached at its open end to the crank case, which forms 
a box around the crank shaft. 

The crank case is of irregular shape, so that while there is plenty of 
room for the cranks and connecting rods to operate, there is little waste 
space. It contains the crank shaft bearings, and forms the bed-plate or 
foundation, for the engine. 

It is often made in two parts, an upper part bolted to the cylinder and 
containing the crank shaft bearings, and a lower part enclosing the crank 
shaft and which is called the i ‘oil pan.”* ** 

As the lower crank shaft case is intended to contain lubricating oil, it is 
tight so that there may be no leakage. Usually the lower part of crank case 
can be removed for adjustment of bearings. 

The crank case is usually made of aluminum alloy, or if in two pieces, 
the upper may be made of bronze, and the lower of aluminum and some¬ 
times cast iron. 

The crank case is used to support various parts of the mechanism, like 
the pump, magneto, etc. For an illustration of a crank case, see chart 31, 
fig. A, and chart 32, figs. E and F. 

The arms for supporting the crank case on the chassis are sometimes 
made short to bolt to a sub-frame (22), as shown in chart 5, while other manu¬ 
facturers make longer arms to extend and bolt to the main frame (21). 

A “three point suspension” is where the power plant is suspended in 
frame at three points of contact. 

A “unit power plant” is where engine clutch and transmission are in 
one unit as in fig. 6, chart 30 and page 44. 

*Engine Bearings. 

Engine crank shaft bearings are known as main bearings. Most of the 
manufacturers make four cylinder engines with three main bearings for the 
crank shaft, while others have as many as five. 

On six cylinder crank shafts there are as many as seven bearings, the 
majority using three. See chart 36 and 55. 

If the six cylinders are cast “single” which is unusual, usually 7 bear¬ 
ings; 2 ends and 5 inside are used. If cylinders are cast in “pairs” usually 

*For repairs on engines, see “repairing instruction.” 

**The S. A. E. designate two types of crank cases; the “split type” where the lower part is sep¬ 
arate and contains no bearings. The lower part is then called the “oil pan.” The “barrel type” 
is when the lower part is permanently attached and has a hand hole plate for reaching the bearings, 
and crank shaft is removed from end of crank case with the removal of crank case head. 


ENGINE PARTS. 


73 


3 bearings; 2 ends and 1 inside. If cylinders are cast “in block,” usually 3 
bearings; 2 ends and 1 inside center (small engines). If ball bearings are 
used, then there are usually 3 bearings. 

The bearings of a crank shaft are usually in two parts and made of 
bronze or *white metal babbit, or other metal that does not wear rapidly. 
These bearings are split lengthways into two parts, one part being sup¬ 
ported by the engine base (called the bearing journal—fig. 1, chart 35), 
so that the shaft lies in it, and the other part covers the shaft at the same 
point, and is held in place by means of cap screws, (see fig. 3, chart 34). 

When one of the main bearings becomes worn the lower cap is removed 
and a shim is taken out so it can be drawn tighter to the shaft. If it is burned 
or cut then a new lining of brass or babbit called a “bushing” must be put 
in or it can be dressed by scraping. 

These shims are plates of thin metal placed in both main and connect¬ 
ing rod bearings (see fig. 2, chart 34), which are fitted in between the cap 
and upper part of bearing, so that by removing a shim or two they can be 
drawn closer together when loose. 

A bushing is that part of a plain bearing that the shaft comes in contact 
with. They are usually made of babbit, phosphor bronze or white metal. 
The phosphor bronze are very hard and last a long time, but are somewhat 
liable to “sieze” if run without oil. 

A white metal bushing consists of a layer of white metal, run, (when in a 
molten state), into a channel in the bearing. It then hardens and is scraped 
and polished. White metal has the virtue that if ill treated it does not seize 
and do much damage, but if run for a long time a knock would result. 

Probably the first bearings to require renewal are those of the connect¬ 
ing rod. See page 641. 

Connecting Rod Bearings. 

The big end of the connecting rod is attached to the crank pin, and a 
bushing of bronze or white metal or other metal (with a melting point lower 
than that of cast iron) in the form of a shell surrounding the crank pin is 
secured in it. (Chart 34, fig. 1.) 

The bushing is split lengthways into two halves, like the bearing of the 
crank shaft, one part being set in the connecting rod and the other being 
held in place by the connecting rod cap. 

The small or upper end of the connecting rod contains a solid bushing 
that forms the wrist or piston pin bearing. (Fig. 1, chart 34.) 

Because of the small space in the piston, it is not possible to have this 
bushing split and held in place by a cap. The bushing is therefore set in 
the connecting rod, and the wrist or piston pin pushed through it. The 
wear of the wrist pin bearing is slight, and if it should wear loose, a new 
bronze bushing is driven into the connecting rod. 

The wrist or piston pin is passed through the piston, and secured so that 
it cannot move. (See fig. 4, chart 34.) It is usually case hardened. 

On the Ford, fig 5, the wrist or piston pin moves with the motion of the 
connecting rod. The small end of connecting rod being clamped to it. The 
wrist pin moves in bronze bushings fitted in the piston. 

Through the connecting rod, the piston transmits the pressure of the ex¬ 
plosions to the crank shaft and fly wheel In order that it may withstand the 
heavy shocks of the explosions, the connecting rod must have great strength. 

It is made of drop forged carbon steel, heat treated and in rare in¬ 
stances bronze. A straight I-beam type is used almost universally. 

i 

*See index for “white metal bushings.” Connecting rods for high speed engines must be made 
light as possible, hence bronze being heavier is seldom used. 


74 


DYKE’S INSTRUCTION NUMBER EIGHT. 


WRISTP/fi- 

BE/1RJN6 



grooves 

r OR /f/A'SS 


CRAM/ P/n 

fiSAim 


WR/srP/tt 


Oil groove 




Wrist P/rv 


P/5 TO A/ 

Fig. 0.—A trunk type of piston. 


C0MECT1N6 TOD 


Fig. 1.—A connecting rod show- 
ing vrrist pin bearing and crank 
pin bearing and cap. 



3 P/5T0/J 

IVJlTH RINGS 



LA P f JOINT 

PISTON PINGS 




Fig. 9.—In order to prevent 
compression passing through joints 
of rings; they are placed as il¬ 
lustrated. Three rings is the usual 
number to a piston. 


P/STM /A! SECT/0A/ 


Fig. 4.—Sectional view of pis¬ 
ton. Note w'rist pin is stationary. 


ONNeCTINC 
ROD is CLAMR 
CD T1 OH T TO 
WRIST PIN 
AND W*l3T 
PIN MOVES WITH 

CONNECTING ROD 

e«0NZC Cush¬ 
ings PPCS3F0 
IN PISTON IN 
WHICH WRIST 
Pin wOR*S 


WMlTf MfTAL 
BABBIT 81 Aft- 
IN6 MOUlOfD 
in tewr* 
PART 


Fig. 5.—Note in this type 
(Ford) the wrist pin moves with 
the upper end of connecting rod. 



Buttjo/nt 

Fig. 8.—Two types of piston 
ring joints. 


SHIMS 




Fig. 2— Connecting-rod bearing end with cap removed to show 
8hims 


FI&.3 

SIDE 
BY AIDE 

Fig. 7.—Upper illustration shows a con¬ 
necting rod, crank pin and crank arm on 
a single cylinder motorcycle or cycle car 
engine. Note crank pin is between the 
two fly wheels which are .placed in the 
crank case. Lower illustration explains 
the method of connecting two connecting 
rods to one crank pin on a “V” type en¬ 
gine. 



BEARING 


FIG. 3 —Crankshaft bearing 


Babblit-matal 
lining or 
SOFT BRASS 


C APJCREW 

LOWER 

Bearing cap 


Fig. 2.—Illustrating how shims or liners are 

placed between lower connecting rod cap and upper 
part. When worn a liner can be removed. This 
permits the cap to be drawn closer to crank pin. 

Fig. 3.—Showing how ono of the main crank 
shaft bearings is lined with white metal babbit or 
bronze. Liners or shims are also used. 


CHABT NO. 34—Engine Parts; bearings, connecting rod, piston, piston rings- 

Note—S. A. E. have discontinued the use of word wrist pin for piston pin which of course is more applicable. 
Chart 31 on page 62. 



























































































































































ENGINE PARTS. 


75 


Connecting rod on a crank shaft of a “V” type engine can be placed 
either “yoked” or “side by side” as shown in fig. 7, chart 34. When they 
are yoked, the cylinders would be “in line”; if side by side the cylinders 
would be “staggered” or slightly out of line. See fig. 5, chart 36 of con¬ 
necting rods on an eight cylinder engine. 

*Piston and Piston Ring. 

The piston of a gasoline engine is called a trunk piston, to distinguish 
it from the disc piston of a steam engine. (See chart 34, fig. 6.) 

A trunk piston is longer than its diameter, and is hollow, with one closed 
end. The closed end is toward the combustion space, and it is against the 
closed end that the force of the explosion acts. 

The piston pin passes through the piston, usually about the middle or a 
little nearer the top (dependant on the stroke.) 

The open end of the piston permits the connecting rod to swing from 
side to side. 

*The piston does not fit the cylinder tightly, for a tight fit would cause 
friction and wear. This space is called piston clearance, (see index.) The 
piston is usually slightly smaller at the top than bottom because the heat is 
more intense at top and expansion must be allowed for. 

The pressure from the explosion is prevented from escaping between 
the piston and the cylinder wall by piston rings. 

fThe piston rings fit in the groove around the upper end of the piston, 
and there may be from two to five of them, usually three. The rings fit the 
groove snugly, but not so tight that they may not move freely. 

They are cut crossways, so that they may be sprung open. When closed, 
so that ends touch, the rings are a trifle smaller than diameter of cylinder. 

When sprung open, they are larger than the diameter, or bore of the 
cylinder. They are so made that they always stand a little open. 

The rings are slipped into the grooves by springing them open, and 
sliding them over the piston. 

When a piston is to be placed in a cylinder, the rings are drawn to¬ 
gether (see repair subject), so that*they will slide in easily. The piston with 
its rings fits the cylinder snugly, and the elasticity of the rings keeps them 
pressed against the cylinder wall, making a fit that keeps the pressure from 
escaping. 

None of the pressure of the explosion being able to escape, it is all 
exerted against the closed end of the piston, or piston head. 

The rings must be placed on the piston so that the ends are not one over 
the other, for if they were in line the pressure might escape through them. 

The rings are prevented from moving around the piston by pins placed 
between the ends. (Not on all pistons.) The only motion they have is the 
spring in and out. 

The ends of the rings are beveled, or made with a joint that is shaped 
so that it is tight whether the rings are closed or open to the size of cylinder. 

*For piston ring fitting, etc., see “repair instruction.” Aluminum alloy pistons are now being 
used to a certain extent instead of cast iron for the following reasons: They are about one-third 
lighter. The inertia of the reciprocating piston is reduced considerably. This cuts down side pres¬ 
sure or thrust on the walls of the cylinders. This reduces friction and the consumption of lubricating 
oil. The great heat conductivity of aluminum alloy lessens the fcarbon deposit on the piston head and 
the' deposit is more easily removed. In case of extreme heat if the piston seizes or buckles the cylinder 
is not damaged with aluminum pistons. First, there was a little trouble from wear on the skirt; it 
was difficult to get a close enough fit to insure absence of slap without abrasion. The trouble was 
overcome by one concern, the Franklin, by turning a shallow, square groove of screw thread form from 
the bottom of the skirt to just beneath the lower ring. This holds oil securely and allows a smaller 
clearance than is possible with a plain piston. Also see page 645 and 651, 637, 792. 

♦Pistons and connecting rods must be made lighter for high speed work. Where cast iron is 
used, which is general, the piston is made lighter by making the skirts thinner and piston pin boss, 
lighter. On small high speed engines the piston skirt is drilled all over with large holes for lightness. 

♦The usual clearance between a piston and the cylinder wall is explained in repair subject. 
See index for “piston clearance.” The maximum clearance is at the upper part, for here the expan¬ 
sion is greatest owing to the heat of the explosion. fPiston rings are measured according to bore of 
cylinder. See pages 543 and 864G for bore of engines on leading cars. 


76 


DYKE’S INSTRUCTION NUMBER EIGHT. 



*CONH£CTlNG ROD 


\CRANK ARM 



Fig. 1 — A single throw 
crank shaft. Crank set at 

360 degrees. 




Fig 7—A two cylinder twin type of en¬ 
gine used on motorcycles and light cars. 
Note the 360 degree crank. Cylinders 
at 42° angle. 


intake. 



Fig. 4—A two cylinder opposed type of engine with 
crank shaft set 180 degrees. Cylinders are also 
180 degrees apart. 



Fig. 5—A three cylinder vertical type of engine 
with cranks set at 120 degrees. Note No. 2 piston 
is up. No. 3 (right) would be 120 degrees or one- 
third of a revolution; No. 1 would be 120 degree* 
or one-third revolution from No. 3, or two-thirds 
from No. 2. 



Fig. 8—A “V” type eight cylinder engine. A regu- Fig. 6—A four cylinder vertical engine with crank 
! lar 180 degree four cylinder type of crank shaft is shaft set 180 degrees. Note 1 and 4, and 2 and 3 
used with two connecting rods on one crank pin. pistons are always in line. 


CHART NO. 35—Crank Shafts. 



































































































































































































ENGINE PARTS. 


77 


Two of the usual types of piston rings are shown in chart 34, fig. 8. 
piston rings are made of cast iron of a slightly softer grade than cylinder. 

There are many improved types of piston rings which the manufacturer? 
claim will not leak; usually three rings are placed on a piston. The Falla 
Co. has changed to two rings and claim that for high speed work two is suffi¬ 
cient whereas, for slow speed work three rings are necessary. 

fThe Crank Shaft. 

The crank shaft throw changes the reciprocating motion of the piston 
to the rotary motion necessary to turn the wheels. It rests in bearings that 
hold it in a fixed position, but permit it to revolve. 

The crank pin must be rigidly attached to the crank shaft, and to secure 
this rigidity they are usually made in one piece, solid as in fig. 1, chart 35, 
and is made of chrome nickel steel. 

The crank projects from the crank shaft, and when the shaft revolves, 
the crank makes circles around it. A crank is one of the most common 
mechanical devices. The crank pin is that part to which the connecting 
rod fits and is also called the “throw” of the crank. 

A windlass is turned with a crank; a bucket or chain pump is operated 
with a crank; the pedals of a bicycle form cranks. 

In a bicycle, the crank arms are attached at their inner end to the crank 
shaft, and to their outer ends the pedals are attached. 

When riding a bicycle, the feet press on the pedals at the ends of the 
crank arms, and make the crank shaft revolve. The feet describe circles 
around the crank shaft. Each crank arm and pedal form a crank and there 
is only one arm to a crank. 

In a gasoline engine, two arms are necessary for the reason that the 
cranks are not at the ends of the shaft, there are therefore two arms to each 
crank. (Fig. 1, chart 35.) 

The outer ends of the crank arms are connected by the crank pin. The 
crank pin corresponds to the pedal of a bicycle. A gasoline engine has as 
many cranks as it has cylinders* (see foot note). 

Meaning of Degrees as Used with Crank Shaft. 

The position of a crank on a crank shaft in relation to other cranks on 
the same shaft is expressed in degrees of a circle. 

If a crank shaft has two cranks projecting in opposite directions, as in 
fig. 3, 4 and 6, chart 35, it is called a 180 degree crank shaft. 

If the cranks project from the same side of the shaft,, as in figs. 1 and 2 
so that the crank pins are in line it is called 360 degrees crank shaft. 

In such a case, as shown in fig. 2, chart 35, instead of having two pairs 
of crank arms with a crank pin to each pair, the crank pin may be made 
long enough to hold both connecting rods, and has only one pair of crank 
arms. Both connecting rods drive one crank. This type of engine, however 
is not used on account of its uneven firing (see chart 53, page 116, for firing 
orders). Engines with crank shafts as shown in figs. 3 and 4 would fire more 
regularly. 

The engine in fig. 4 is called the opposed type of engine. It was formerly 
used to a great extent on small cars and is still used to some extent on 
trucks and tractors for heavy work. The cylinders are placed 180 degrees 
apart (see fig. 1, chart 38) ; the crank shaft is also 180 degrees. 

The four cylinder engine, fig. 6, chart 35, employs a 180 degrees crank 
shaft. Note “throws” of crank on cylinder 1 and 2 are 180 degrees apart 
and 3 and 4 are 180 degrees apart. 


tSee chart 55 for six cylinder crank shaft explanation. 

♦ Fig. 2 shows a two cylinder engine with one crank. This type, however is obsolete. 


78 


DYKE’S INSTRUCTION NUMBER EIGHT. 



COMtfEC T/fi/O 
f?Q0 



Fig. 1. A solid type of crank shaft—three bear¬ 
ing type, four cylinder. 


wfr/tonAwv 



Fig. 2. A built up type of crank shaft (seldom 

used). The above is a six cylinder crank, with 
four bearings. 


CRA N K . 
THROW (j 


CRANK 

THROW. 


FlANCtF 
BOLTS TO 
'FLY 



SfAR/Na. 

2 

Fig. 4. A solid crank shaft, with seven bearings. Six cylinder. 



Fig. 12. Typical counterbalanced four- 
throw crankshaft. This method of bal¬ 
ancing is used on the Stearns-Knight, 
Cole and Oakland engines. 



Fig. 5. A regular four cylinder type, 180° 
crank shaft is used on the 8 cylinder “V" type 
of engine. Two connecting rods are placed on 
one crank pin; either side by side, or yoked 
(see fig. 7, chart 34). 

If side by side the two cylinders would not be in 
line but ‘‘staggered.” If connecting rods were 
“yoked” then the cylinders would be in line. 



Any perfect circle is 360°. If the circle is di¬ 
vided into quarters, each quarter would be 90°; 
half of the circle 180°; a third 120°. 

Fig. 1. Note one crank pin—hence 360° crank. 
Fig. 2; from center of one crank pin to center of 
other is half a circle or 180°. 

Fig. 3; here we have two pairs of crank pins as 
shown in fig. 2, but on one crank; also 180°. 
Fig. 4; end view of a three or six cylinder crank 
shaft. Note crank arms are one-third apart 
or 120°. 




CHART NO. 30—Crank Shaft Construction. 


























































































































































ENGINE PARTS. 


79 


Therefore, pistons on cylinders 1 and 4 are always up or down together, 
and 2 and 3 are np or down together or in line. 

The eight cylinder “V” type engine would in reality be nothing more 
than two four cylinder engines with cylinders set “V” shape. The angle of 
cylinders usually being 90 degrees or one-half of the 180 degrees of the 
crank shaft. The same four cylinder 180 degrees crank shaft is employed. 
There are two connecting rods to each throw of the crank, which can be 
placed “side by side,” fig. 5, page 78 or “yoked,” fig. 7, page 76. 

If connecting rods were side by side, then it would be necessary to 
“stagger” cylinders by setting them out of line with each other. 

A three cylinder engine must have a crank shaft with the three crank 
pins placed in three positions, or one-third of a revolution apart; this would 
be placing them 120 degrees apart, see fig. 5, chart 35, and fig. 5, chart 52. 

A six cylinder engine would have a crank shaft with six crank pins 
or crank “throws” placed in thirds, or 120 degrees apart. There would be 
three pairs in line—see fig. 4, page 78 and figs. 4 and 5, page 122. 

* A twelve or twin six cylinder “ V ” type engine would use the same type 
of six cylinder crank shaft, but with two connecting rods to each crank pin. 
The cylinders would be placed f60 degrees apart or one-half of the 120 degree 
crank shaft. The cylinders would be “staggered” if connecting rods were 
placed “side by side” per fig. 5, page 78. 

The twin cylinder “V” type of engine used on a cycle car and motor¬ 
cycle would use a 360 degree crank or one crank pin, with connecting rods 
yoked. 

Cylinders on this type of engine are usually placed at an angle from 
42 to 45 degrees apart. 

Construction of Crank Shafts. 

There are two kinds of crank shafts, one known as the “solid crank 
shaft” and the other as the “built up crank shaft.” (See figs. 1 and 2, 
chart 36.) 

The solid is by far the most used. It is made from one piece of steel, 
which is forged to shape and then turned up in a lathe, the workmanship 
in many cases being accurate to a ten-thousandth part of an inch. 

The built up crank shaft has each of its parts made separately and 
then fixed strongly together and quite often fitted with ball bearings. 

An advantage of the built up crank is that the crank shaft bearings 
could be fitted with ball bearings. However, built up shafts of this kind 
are not usual, and in the case of powerful engines, only the strongest solid 
crank shafts are ever used. 

The counter balanced crank shaft with counterweights (CW) electri¬ 
cally welded to the crank shaft and an integral part of the crank shaft, as 
illustrated in chart 36 is becoming popular. It permits high speeds to be ob¬ 
tained without detrimental vibration, and relieves the tendency to “whip¬ 
ping” of the crank shaft and “slapping” of the pistons, (see fig. 12, chart 36.) 

Cylinders —see chart 37. 

The cylinder of a gasoline engine is made of cast iron or 20 per cent 

semi-steel, and the water jackets are generally cast in one piece with it. 

In some designs, notably the old Pope-Toledo and 1914 Cadillac, the 
water jackets were formed by surrounding the upper part of the cylinder with 
sheet copper. See fig. 2, chart 37. 

The cylinders of an engine with more than one cylinder, are either cast 
singly, or in pairs; that is, two cylinders with their water jackets are made 
in one piece. 

*The twelve cylinder engine was formerly referred to as used on motor boats, where 12 cylinders 
were placed in a row. The “twin six” refers to cylinders of 6 to a side, placed “V” type. How¬ 
ever, inasmuch as the 8 cylinder is referred to as an “eight.’’ although it is also placed 4 cylinders 
“V“ type, we will not adhere to this rule entirely. 

fOn some of the twelve cylinder airplane engines (see page 918), the cylinders are 45 degree* 
apart. The Liberty engine cylinders are 45 degrees, see page 934. 


80 


DYKE’S INSTRUCTION NUMBER EIGHT. 



Fig. 1. A single cylin¬ 
der with water jacket cast 
around it. 



Fig. 2. A single cylin¬ 
der with a copper water 
jacket placed around it. 


ft- PLUQ. 



Fig. 3. Air cooled flange 
type single cylinder. 


&X//AUST 

RVRT 

& XHA UST 
VALVE 
CAPS 



m— w 


TNLET 


V CAPS 


INTAKE. 

V.CAPS 

tmTAPE 

Fig. 4. “T” type of cylinder. Note inlet ports 

on one side and exhaust ports on other side. Called 
“T” type because it is T-shaped. 



ra - v cap 


h®4>-®-or : 


axe 

/?or?TS 


TNTA«e &• 
£)CHAUS T 
PopTS ON 
5/OB 


Fig. 6. “L” type of cylinder. All valves 

are on one side. Called “L” type because it 
is L-shaped. 






0 

1 

A 

) d r 

.-ft 

Uh 



4£ 


J i 0 0 L 


J 1 

[ 


11 ( 

tft 

^ ii 

-ft- 

- - ^ 



T-head 


L-head 


I or valve- 
in-he*d 


OVER MEAD 
NAI-VE ROOFER 
ARM 

VALVE MEAD 
’REMOVE ABLE 

.CYUNOER 
ROUND TXPE. 



Dv-ER 

GEAR 


Fig. 7. Round or “I” 
head, with detachable 
bead. 


Fig. 6. METHODS OF CYLINDER CASTINGS—Cylinders cast 

“singly” is illustrated at (4S). The crank shaft is a 180° with five 
bearings. 

Cylinders cast in “pairs” in fig. (4P). Crank shaft 180° with 
three bearings* 

Cylinders cast “in block” fig. (4E), note a two bearing crank 
shaft. Seldom used, only on very small engines with short crank shaft. 

A six cylinder engine, with cylinders in “triplets,” (fig. 6T). 
Note the crank shaft appears to be 180° type, but is divided into 
thirds (see fig. 4, chart 36). 

Cylinders in block with detachable cylinder head is illustrated in 
fig. 4ER). 

Fig. 7. Round type of cylinder. Valves overhead. The upper 
part with the valve in the head is detachable and is called “valve in 
the head” type of valve arrangement. This type of cylinder is also 
called “I” type. 


CHART NO. 37—Cylinder Types. 





































































































































































































































































ENGINE PARTS. 


81 


The portion of the cylinder in which the piston moves should be a true 
circle, and as smooth as possible. In the better grade of cars the cylinders 
walls are gTound to a smooth finish so that there may be as little friction as 
possible. Any roughness of the walls will cause wear, which comes in “the 
form of cuts and scratches lengthways, that permit the pressure to escape 
around the piston. 

Cylinder heads may be cast solid or with detachable head, see fig. 9, 
page 90 ; also Ford engine, page 783 and insert No. 2. The detachable head is 
gaining in favor. It permits easy access to the valves, and for removing car¬ 
bon, removing pistons and is good manufacturing practice because it makes 
grinding of cylinders easier. 

Types of Cylinders. 

Cylinders of engines are made in several different shapes and are usually 
made of cast iron. Some of the airplane engines have cylinders made of steel. 
See pages 916, 934. 

fThe “T” head type of cylinder is made so that the exhaust valves are 
on one side and the inlet valves are on the other side. Note the “T” shape 
in fig. 4, chart 37. 

fThe “L” head type of cylinder is made so that the exhaust and inlet 
valves are all on one side of the cylinder. Note the “L” shape in fig. 5, (if 
turned up side down). 

fThe “I” head type of cylinder is made so that the valves are placed 
in the top of head of cylinder—both valves on one side or opposite, fig 7. 

The “F” head type of cylinder: inlet valve in the head, exhaust valve 
on side. See fig. 6, page 88. 

When an engine has more than one cylinder, the cylinders can be cast 

singly or in pairs—and can be of either the T, L, round or I head type. 
(See figs. 4, 5 and 7.) Sometimes multiple cylinder engines use all cylinders 
cast singly (4s fig. 6). They can be of the T, L or I head type. 

*Cylinders cast “en-bloc” means that the four cylinders on a four cylin¬ 
der engine, are all cast in one piece (see fig. 4E). They can also be of the 
T or L head construction. 

Cylinders on the six cylinder engine (6T); can be cast in “triplets,” 
singly, in pairs or in block. The “L” type is used on the most of the six 
cylinder engines. They are usually cast in pairs of three cylinders to a 
block. 

Cylinders on an eight cylinder “V” type engine are usually cast “in 
block” and are placed 90 degrees apart, and on a twin six cylinder engine, 
60 degrees apart. On a twin “V” cycle car or motorcycle engine, 42 to 45 
degrees. (See chart 35.) 

The offset cylinder with an offset crank shaft or offset cylinders, as you 
choose to say, is represented in fig. 5, chart 38. The line A, which passes 
through the center of the cylinder, is some distance to one side of the line 
B, which passes through the center of the crank shaft. Some of the ad¬ 
vantages claimed for the offset crank shaft are less liability of a back kick, 
reduced wear on the bearing surface of the cylinder walls, connecting rods 
and crank shaft, less liability of the engine to be stalled, when the car is 
running slowly on a high gear, and other construction facilities. The cylin¬ 
der set central over the crank shaft, as in fig. 4, is the type in general use. 
Cylinders can be placed horizontally, vertically or at an angle, (see chart, 
38). 

Meaning of Bore and Stroke. 

The stroke is the length or distance the piston travels up and down 
inside of cylinder. 

The bore of a cylinder is its inside diameter. 

*The word “en-bloc” is taken from the French. The S. A. E. now term this word as “in-block.” 

fSee index for “advantages and disadvantages of the T, L and I head cylinders.” 


82 


DYKE’S INSTRUCTION NUMBER EIGHT. 



1 






> 


Fig. 1. Note cylinders 
are placed 180 degrees 
apart and are in a hori¬ 
zontal position. Termed 
an “opposed cylinder’’ 
engine. 


Fig. 2. Cylinders 
vertical-type; in 
general use. 




Fig. 3. Cylinders at 
an angle-called “V” 
type. Note a 180 de¬ 
gree crank is used 
on an eight “V” 
type, and cylinders 
are placed one-half 
of this, or 90 degrees 
apart. 

The crank shaft on a 

12 cylinder engine is , , 

a 120 degree crank, and cylinders are placed at an 

angle of 60 degrees apart. . 




Fig. 4. Diagram of 
usual method of set- 
ting cylinders cen¬ 
tral, directly over 
crank. Note line (A) 
—b o t h connecting 
rod and crank arm 
are in line. 


Fig. 5. The offset cylin¬ 
der or Des Axe crank 
shaft setting. Cylinders 
may be L, T or round 
type. Note line (A) — 
connecting rod is in a 
perfect vertical position, 
but crank arm (B) is at 
an angle. The cylinder 
being “offset” causes 
this. 



Correct Intake pipe 
for 4 oyl. engine 



Good form of inlet 
for 6 cyl. 


Inlet piping for 4 & 6 cylinder engines. 



.DIVIDED EVHAUST MANIFOLD 



FIG.2 WATER JACKETED 
INTAKE MANIFOLD 


Fig. 6. “T” head 

type of cylinder with 
exhaust manifold on 
one side and intake 
manifold on the op¬ 
posite side. 

If cylinder was “L“ 
type, the exhaust and 
inlet manifold would 
both be on one side 
or the valve side. 

Inlet and Exhaust Manifolds. 

Exhaust manifold construction: 
A is a good method of exhaust out¬ 
let for a 2 or 4 cylinder vertical 
engine. 

“B; ” a simple manifold in which 
an individual pipe from each cyl¬ 
inder injects directly into the large 
collector chamber “CL.” In this 
manifold the collector tube is made 
sufficiently large so that when the 
exhaust valve closes, the pressure 
in it is less than that in the cyl¬ 
inder at the valve, so that there is 
no danger of back pressure. 

“C” shows an arrangement in 
which, the pipes 2 and 3 for the 
middle chambers are formed in 
one, whereas they are separate 
for cylinders 1 and 4. This works 
satisfactorily in that cylinders 2 
and 3 never explode consecutively, 
and the one pipe is capable of tak¬ 
ing care of the exhaust of the two. 

“D” is quite similar to that in 
“C,” excepting in that there are 
individual pipes for cylinders 1 
and 2, and 3 and 4. This is bad 
construction, in that 4 explodes 
immediately after 3, and 1 im¬ 
mediately after 2. 

As the direction of exhaust leaving the cylinders is the same, 
it is very easy to make a manifold in which the exhaust pipe, 
instead of having a tendency to obstruct one another, assists 
the other cylinders to exhaust. 

In engines which have their inlet and exhaust valves op¬ 
posite, frequently all four of the exhaust valves are connected 
through one manifold with a single orifice. “F” is one ex¬ 
ample of an arrangement where it is possible to make the two 
passages unite. This is suitable for engines with cylinders 
cast in pairs. The defects of “A” and “D” can readily 
occur in this one; if makers were considering loss of power 
they would not use this one, but they only want to save space. 

For the best design, illustration “G” offers a reasonable 
solution. In this illustration there is an individual pipe from 
each cylinder to the large collector. At the end, each individ¬ 
ual pipe projects into the collector tube and curves in the 
direction of the exit for this collector tube. 

The divided exhaust is used on several six cylinder engines 
with cylinders cast in two blocks of three cylinders to a block. This is claimed to prevent over¬ 
lapping and refilling of the cylinders with burned gases. 

The water jacketed inlet manifold is shown in the lower illustration. The water connection is 
with the pump circulating system, see also page 157. 


CHART NO. 38—Cylinder Angles (also see page 134). Inlet and Exhaust Manifolds. Also see 
pages 164 and 157. 

The modern type inlet manifold is jacketed to take either the hot exhaust gases or hot water, per pages 157 
and 158, in order to heat the gas mixture before entering cylinder. 










































































































































ENGINE PARTS. 


83 


j 1 1 • i • , when the piston travel in a cylinder has the same length 

as the bore in diameter, then it is called a square stroke and bore. 

fLong stroke: when the piston travel is much more than the bore di- 
ameter,^ then it is called a long stroke. For instance, a piston 4x4 inches is 
called square stroke.” A cylinder whose bore is, say, 4 inches and the 
stroke is oyg inches, this would be called a “long stroke.” 

The valve chamber is that part surrounding the valve. The valve port 
is the opening for the intake or outlet of gas. 

The combustion chamber is the inside upper portion of cylinder, above 
piston, when the piston is at the top of its stroke. 

**Inlet Manifold and Pipe —see chart 38. 

The inlet manifold is the part which connects to the inlet port open- 
mgs in cylinders, from carburetor. If there is only one connection to cylin¬ 
der, as on a single cylinder engine, then it is called an inlet pipe. 

When the valves are all placed on one side of the engine, as in the “L” 
head type of cylinder, then the inlet and exhaust manifold are both on the 
same side of the cylinder. 

When the inlet valves are on one side and the exhaust valves on the 
other side, as in a “T” head cylinder, then the inlet manifold is generally 
on one side and the exhaust manifold on the other side. 

In order that there may be as little resistance as possible to the flow of the 
mixture, this manifold should be as straight as the position of the carburetor will 
permit. There should be no sharp angle bends, the bends being as flat and easy ai 
possible and the distance from carburetor to inlet ports as short as possible to prevent 
condensation. 

When more than one cylinder is supplied from one carburetor, the distance from 
the carburetor to each valve should be the same. The inside of the inlet manifold 
must be smooth and clear inside so that there is no obstruction offered to the flow of gas. 

In those marked “incorrect’’ (chart 38;, the'distance from the carburetor to the 
inlet valves are not equal, and consequently the valves nearest the carburetor will get 
more of the mixture than those farther away. 

In the arrangement marked ‘ * correct, ’ ’ the distances are equal, and consequently 
the valves get equal quantities of mixture, and the engine will run more evenly than if 
the cylinders received different amounts. 

Exhaust Manifold Construction. 

In chart 38 exaggerated and simplified illustrations are shown in order 
to give the reader an idea of the different methods. 

Sharp bends in the exhaust pipe cause back pressure, and should be 
avoided. Dirt in the pipe or muffler has the same effect, and this should be 
guarded against. 

Exhaust Pipe and Muffler. 

The exhaust pipe leads from the exhaust manifold to the muffler. If 
engine is an eight or twelve “V” type, there are usually two exhaust pipes 
and two mufflers. 

In order that the exhaust manifold may be cooled as rapidly as possible, 
the exhaust manifold and pipe, connecting the exhaust valve chamber to the 
muffler, is exposed to the air. 

The connection from exhaust manifold to exhaust pipe is usually made 
with a flange connection with asbestos packing between. 

*The muffler and exhaust pipe should be made so that there is as little 
back pressure as possible. Back pressure is caused by anything that prevents 
the free escape of the gas therefore sharp bends should be avoided, otherwise 
the incoming fresh mixture becomes mixed with that part of the burned gas 
left from the previous charge, and the power of the engine is cut down ac¬ 
cordingly. The muffler is explained in chart 39. 


tSee page 531 for “advantages and disadvantages of long and short stroke.” 

**The modern inlet manifold is water jacketed or gas heated as per pages 157 and 164. 


84 


DYKE’S INSTRUCTION NUMBER EIGHT. 


£X. MAN!FOLD. 



£X. CUTOorCLAMPfO 
TO £ If HA UST PIPE 
rO\l£E HOLt IN^PlPE 


~pbjM2xc 


Fig. 1 


^ s 
ex.ourjs", 
op cut o£/t 


**The Muffler 




urn on 

ex. P/Pe. 


Purpose: If exhaust valve opened directly 
into the open air, the noise of the combusted 
gases escaping through the exhaust port dur¬ 
ing the exhaust stroke would sound like the 
firing of a gun. 

This noise is due to the pressure in the 
cylinder being much higher than the pres¬ 
sure of the air, and a sudden change from one 
to the other produces a loud report. The 
more sudden the change and greater the dif¬ 
ference in the pressure, the sharper will be 
the noise. For instance, the noise would be 
greater if climbing a hill with an open 
throttle, than if running on a level with a 
partially closed throttle. 

To silence the noise, a muffler is connected 
to the end of exhaust pipe, which is connect¬ 
ed to the exhaust manifold (fig. 2). The 
exhaust manifold being connected to the ex¬ 
haust valve ports. See page 4, figs. 47-48. 

Construction. The muffler is usually made of iron 
pipe, like a stove pipe, with cast-iron heads, as per 
fig. 1. The exhaust gases (when exhaust valves 
are opened), pass through the exhaust pipe into 
the chamber (C), as per arrow marks; then through 
openings in rear of (C), passing into chamber (B), 
then through openings in front of (B), into (A), 
then through (A) to the open air. 

If the muffler is not designed properly and 
is too small, or if it becomes clogged with 
*soot, then the burnt gases cannot be expelled 
as rapidly as they should be. Result is 
back-pressure, or a tendency for the gases to 


work back against the out coming exhaust, 
also retention of heat, thus causing over¬ 
heating of engine and a slight loss of power, 
due to the back-pressure. 

The Exhaust Cut-Out. 

The exhaust cut-out is a device which can 
be placed on the exhaust pipe, between the 
engine and muffler, (fig. 1). It is arranged 
so that it can be opened by a foot pedal, thus 
permitting the exhaust gases to pass into 
the open air instead of the muffler. 

The cut-out is now seldom used, only on speed 
cars or for hill climbing, because of the noise and 
also due to the fact that mufflers are now designed 
so that there is only a slight back pressure. The 
cut-out was used extensively during the early days, 
because engines were minus power and mufflers were 
not properly designed. 


EXVALVt. 



WHEN THE E'X.H AU5T VALVE 
IS RAISEO Th€ BURNT GAS 
PASSES THROUGH THE 
EXHAUST PORT TO 
THE EXHAUST PIPE 
OUT MLIEFLER. 


EUIler 


k 


discharge 
or Burnt gas 


Pisrorl IS GOING UP ON 
EXHAUST STROKE PUSH ING 
BURNT GAS OUT EXHAUST 

Fig. 2 



METAL BA5E. 

FIBRE-NON COM DUCT l NO 
MATERIAL 
ON TACT f?OLLR HUB 
E.KIDOF CAM SHAFT 


t-2-3-4 
BINDING POST OR 

Contact segment 

METAL ROLLER. 
SPRING 



Porcelain 

Insulation 

GLAND 
NUT 

SHELL 


GASKET 
NO. 1 


GLAND NUT’ 

i~ r — ‘-- t i 





Fig. 5.—The spark timing device is so named be¬ 
cause it “times” the spark at the right time. In 
other words the roller makes contact with one of the 
segments (1-2-3 or 4 on a four cylinder engine). Each 
segment controls one of the spark plugs (through a 
coil) in one of the four cylinders. When the right 
cylinder is ready to fire the timer makes contact and 
starts vibrator on the coil, which causes a spark at 
the points of the spark plug. This device is called a 
commutator, and is used only with a high-tension coil 
using a vibrator. 


t025 GAP 


Fig. 6. The spark plug is screwed into the 
head of cylinder. A wire connects the center 
terminal of plug with the secondary winding 
of a high-tension coil. The coil is set to vibrate 
at the right time by a commutator (fig. 5). A 
spark is thus created at the gap at bottom of 
center terminal to plug shell and ignites the 
compressed gas. See also, page 218. 


CHART NO. 39—Muffler. Exhaust Cut Out. Timer or Commutator. Spark Plug. 

See page 86 for Chart 40. *See page 622, “Cleaning a Muffler” «<o: 


Also called “Silencer.’ 














































































































ENGINE PARTS. 


85 







Fig. 2: Cylinder head is detach¬ 
able with valves. Cylinders are 
separate, therefore a head is nec¬ 
essary for each cylinder. If cylinders 
were “en-bloc” (per page 80-4ER), 
then there would be but one head. 
A—Valve spring cap nut, B—Valve 
spring cap lock nut. 0—Valve 
spring. D—Valve stem guide. E 
—Valve. 


Connecting rod. S—Connecting rod shims, or 
liners, T—Connecting rod bearing cap, U— 
Connecting rod bearing cap nuts, V—Connecting 
rod bearing, W—Piston pin bushing, X—Piston 
or wrist pin. 


End view of engine below—showing 
the gears. Gear E measures 4 inches, 
gear A measures 8 inches. A—is the 
cam shaft gear (all valves on one 
side), and overhead, mechanically op¬ 
erated. 

E—Drive gear on crank shaft. D— 
Idler gear between drive gear and 
gear operating the magneto. B—Mag¬ 
neto gear. 

The cam shaft gear runs one-half 
the speed of the crank shaft. 

The magneto gear runs same speed 


as crank shaft 


both mechanically operated and are overhead type. A system of 
st. See page 88* for explanation of various types of valves. 

inifold clamp, C—outside water connection, D —oil pump and igni- 
ing catch, G —water pump, H—intake water manifold, I— return 
L—hose clamp, M—front cam shaft bearing screw, N —valve lifter, 
—center cam shaft bearing screw, R—rear cam shaft bearing screw, 


m 

.ill 

•i. 





CHART NO 41—Study of a 4 Cylinder Unit Power Plant: Valves; overhead; Cylinder head, detachable 
with valves. Valves are ground in head; Cylinders; “I” or round head type cast singly modern 
practice is to cast in pairs for 4 cylinders, and in pairs of three for 6 cylinder engines Note the dif¬ 
ference hi the “valve in head” and other “overhead valve systems in chart 42, page 90. 


(Chart 40 on page 86—by error.) 









































































































86 


DYKE’S INSTRUCTION NUMBER EIGHT. 



Fig. 1.—Showing 
the nose of cam. 


Fig. 2.—Nose of cam 
raising valve plunger 
which raises valve. 



Fig. 3.—End view of the cam gears and drive gear. The 
two cam gears are called “half time” gears, because they 
revolve just one half the time or revolutions as the drive 
gear. G1—drive gear, on crank shaft. G3, cam gear to 
drive inlet cams. G2, cam gear to drive exhaust cams. G4 
and G5 are extra gears to drive magneto and generator. 
(‘ ‘T’ ’ head engine.) 




Fig. 4.—Showing method of 
driving the two cam shafts and 

magneto on a “T" head engine. 


Fig. 7.—Illustrating how the cam shaft on a four cylinder 
engine is operated by timing gears. Also how the nose of 
cams raise the valves. There are two cam shafts placed oppo¬ 
site, therefore it would be a “T“ head type. 



Fig. 8.—The cam shaft as used with a four cylinder T-head 
type cylinder. There are two shafts, an intake cam shaft and 
an exhaust cam shaft—one on each side of the cylinder as 
shown in fig. 4. There are four cams on each shaft. 

The nose of the cams are placed at different positions so that 
the valves will be raised at a certain time. C —are the cams. 
B—are the bearings for the cam shaft. 



Fig. 5.—Method of driving the one 
cam shaft, and idler gear to drive 
magneto drive gear on an “L“ head 
cylinder engine. 


i 



Fig. 9.—The cam shaft as used with a four cylinder, L-head 
type of cylinder. There is but one cam shaft in this type 
because all of the inlet and all of the exhaust valves are on the 
L-side of the cylinder—see fig. 5. There are eight cams on 
the cam shaft. 



Fig. 6.—A silent chain driving cam 
shaft and magneto. 


CHART NO. 40—Cams. Cam Shaft; method of driving. 

Chart 42 on page 90. 







































































































ENGINE PARTS. 


87 


Valve Caps. 

Where valves are on the side and the head cast integral with cylinders, 
valve caps are screwed over the valves in the cylinder (see figs. 7, 8, page 90. 
also chart 32). By removing these caps the valves can be lifted from their seat 
and ground. There are two valve caps to each cylinder; an inlet valve cap 
and an exhaust valve cap. 

Compression or Relief Cocks. 

Consist of small pet cocks screwed into the exhaust valve caps. By open¬ 
ing when the engine is running, it is possible to see if any of the cylinders 
are missing fire. A flame will shoot out if firing. If mixture is right the 
flame will have a blueish color. They are also used for injecting gasoline in 
winter when engine is cold and hard to start—see chart 32, page 64. The 
S. A. E. now term this a “priming cup.” 

""Cams and Cam Shaft —see chart 40. 

A cam is a device that produces intermittent motion. When an object 
is in motion part of the time and at rest between motions, its action is said 
to be “intermittent.” A cam may best be described as a wheel with a hump 
or nose on one side (figs. 1 and 2), or in other words, it is a piece of metal re¬ 
volving with a shaft, part of its circumference being farther from the shaft 
than the rest. The part of the cam that projects is called the nose. Any¬ 
thing resting against the cam will be moved only when the nose comes around 
to it; otherwise it remains stationary. 

For a four cylinder engine, four cams on the inlet cam shaft are shown 
in chart 40, fig. 7. Four more cams on an exhaust cam shaft are provided on 
the opposite side of this engine, because it has “T” head cylinders. The 
cams are divided in four positions on the cam shafts, and are made in one 
piece or integral with the cam shaft. If the cylinder is “L” type then all 
cams would be on the one cam shaft—see fig. 9, chart 40. 

fFor each cylinder there is one inlet cam and one exhaust cam. The ex¬ 
haust cam usually has a broader nose because it must hold the valve open 
longer. 

The cam shaft, also called the “secondary” or “half time shaft,” has a 
cog wheel or gear, called a # timing gear, on one end, which meshes with the 
drive shaft gear on the crank shaft. 

When the crank shaft revolves, the drive gear on the crank shaft drives 
the timing gears, which drive the cam shaft and thereby rotate the cams. 

The nose of the cam raises a valve lifter or tappet, which plunges 
against the end of the valves and raise them from their seat. When the nose 
of the cam is under the roller or valve lifter, the valve is held open; the valve 
is closed after the nose passes, by the action of a strong spring, (see page 92.) 

The valve stem being held in a valve guide, cannot move in any direction 
but up and down. Thus the steady rotary motion of the cam is changed to 
the intermittent motion of the valve. 

As has been shown on four cycle engines, each valve opens only once 
while the crank shaft makes two revolutions. Therefore the cam shaft should 
revolve only once while the crank shaft revolves twice. 

^Timing Gears and Silent Chains. 

If two gears running together (or in other words, in “mesh”), have the 
same number of teeth they will make the same number of revolutions. 

*Por setting cams, see valve timing instruction No. 9. Also Dyke’s 4 cylinder engine model. 

tSpecial racing tvpe engines, as the Stutz. page 109, have two inlet and two exhaust valves, and 
as many cams. The White also. This is termed “dual valves,’’ see page 109 and 927. 

jFor “adjustment of timing gears,” “silent chains,” etc., see index. 


88 


DYKE’S INSTRUCTION NUMBER E1C1IT. 



of Valve; so named be¬ 
cause the valve pop* 
up and down. There 
are two valves to each 
cylinder; an inlet and 
an exhaust valve. This 
type of cylinder is a 
“T” head, therefore 
valves are on opposite 
sides and mechanically 
operated. 



"MTAKE 


exhaust 


r* R 



^AUTOMATIC 
INTAKE VALVE 


“SPRING 


‘IN’ 


means 


inlet, and 
exhaust. 


‘EX’ 


= FIG .Z 


Fig. 2—T h e 
Rotary V a 1 v o— 
See chart 70. 

Fig. 3 — The 
Sleeve Type of 
Valve; there are 
two sleeves with 
openings at up¬ 
per end. When 
these openings 
are together, the 
fresh gas is ad¬ 
mitted or burnt 
gas discharged. 

See pages 139 
and 140. 




Fig. 4—Automatic Inlet 
Valve. Suction of piston 
draws the valve open against 
the tension of spring. Ex¬ 
haust valve mechanically 
operated. 


Fig. 5—Cylinders are “L” shaped, all valves 
on one side. Note the four inlet and four ex¬ 
haust valves on four cylinders. These valves 
are the “poppet” type and are mechanically 
operated. 

To remove valves; there are valve caps over 
each valve. 


a 


INTAKE 

VALVE. 





Fig. 7. — Overhead 
mechanically operated 

inlet and exhaust 
valve. 


Fig. 10.—The Due- 
senberg principle of 
operating valves from 
the side. There are 2 
inlet and 2 exhaust 
valves per cylinder. 


Fig. 6.—Overhead mechanically 
operated inlet valve and side 
mechanically operated exhaust 
valve on “F” head type of cylin¬ 
der. The inlet valve in this instance 
would be “Cage” type (fig. 4, 
page 90). The cage with valve 
is screwed into cylinder head. 

To remove the inlet valve the 

cage with valve is screwed out. 

To remove exhaust valve a valve 
cap over the valve is removed. 


Valve Operation and Location. 

Valves are operated either mechanically or automatic¬ 
ally. The inlet valves can be of the automatic type (fig. 
4), but is seldom used for automobile work. It is used 
to some extent on the single cylinder motorcycle engine 
and quite often on light duty stationary engines. 

The exhaust valve is always mechanically operated, in 

fact it could not be operated automatically by suction. 

There are different arrangements for operating the 
valves mechanically as shown in illustrations and on page 

90 . 

The sleeve and rotary valve would be classed as me¬ 
chanically operated. 

The location of the inlet and exhaust valve can both 

be on the side, per fig. 5, or inlet overhead and exhaust 
on the side, per fig. 6, or both inlet and exhaust overhead, 
per fig. 7. See also, page 90. 


CHART NO. 43—Valves; Types, Construction and Operation. See also, page 90. 

Chart 41 on page 85. 



































































































































































ENGINE PARTS. 


89 


If the driven gear has twice as many teeth as the drive gear, it will re¬ 
volve only once while the other revolves twice. This is called a “two-to-one” 
or “half time ,, gear. 

Because the cam shaft must revolve only once while the crank shaft re¬ 
volves twice, the cam shaft gear has twice as many teeth as the crank shaft 
drive gear. See chart 40, fig. 3, for an example—and below. 

The cam shaft revolves in opposite direction to crank shaft when driven 
by gears without an idler and same direction when driven by a silent chain 
or an idler. . 



The wide face helical gear is most popular for the timing gears. Special 
material as fabroil, micarta and other compressed materials are used by 
many as material for making gears which are silent. Drop forged gears are 
also used to a great extent. Also steel for the crank shaft gear and cast iron 
for the cam gear. 

The silent chain for driving the generator is quite popular and it is also 
being used to a certain extent for driving the cam shaft. The object is to 
obtain quieter running. This type of chain must not be confused with the 
ordinary roller type as used on chain driven trucks. The silent chain is more 
positive in action, otherwise the timing would be thrown out of adjustment.. 
The teeth on a sprocket used for a silent chain are very close together and 
accurately made. 

Any undue slack in the chain can be taken up by sliding the magneto or 
generator shaft outwards (see fig. 3). This chain is self-adjusting for pitch. 


Engine Valves. 

Purpose of valves: There are ftwo valves to all four cycle gasoline en¬ 
gines ; an inlet valve and an exhaust valve. By referring to charts 29 and 26 
the location and purpose of the valves will be understood. 

Types of valves: There are three types in general use; the “poppet,” 
“sleeve” and “rotary” (see chart 43). The poppet type being used almost 
exclusively. 

The inlet valve admits fresh gas to the cylinder. As fresh gas is going 
into the cylinder during only one stroke of every four, the inlet valve is 
opened during only one stroke of every four, or in other words, during one 
stroke of every two revolutions of the crank. 

The exhaust valve permits the burned and useless gas to escape. It is 
opened and held open by a cam on the cam shaft. This is termed “me¬ 
chanically” operated. 


Direction of travel of fly wheel and cam geaxs: When standing behind a fly wheel on an auto 

mobile engine it turns to the left, whereas standing in front of engine it turns to the right. Also 

note the direction of rotation of cam gears, fig. 2, chart 29. 

tThere are a few engines using four valves for each cylinder, see page 109. fig. 3. 












































DYKE’S INSTRUCTION NUMBER EIGHT. 



Valve construction: There are two different valve constructions in general use: (1) the 

overhead; (2) the side. 

The overhead valve may be divided into two types; (1) the overhead valve in a detach¬ 
able cylinder head and a unit of the head;(2) the overhead valve in a cage and a separate 
unit from the head. 

The operation of the overhead valve may be divided into two methods; (1) by push rods, 

per figs. 1 and 2; (2) by an *overhead cam shaft, per figs. 5 and 6. 

The side valve construction may be divided into two constructions (1) where inlet valve 
is located in cylinder head on one side and exhaust valves on the other or opposite, as per 
fig. 7; (2) where all valves are on one side. The operation of the side valve is invariably by 
a cam and tappet lifting the valve. 

Cylinder head on side valve cylinders may be cast integral with body of cylinder as per 
figs. 7 and 8 or detachable as per fig. 9. 

A combination overhead and side valve arrangement is shown in fig. 4. This type is 
called the “F” type. The head could be detachable with valve in the head, or cage type with 
head integral with cylinder. With this type, the usual method is to operate the inlet over¬ 
head, and the exhaust from the side, both being operated from a single cam shaft. 


CHART NO. 42—Valve Construction and Relation of Valves to Cylinder. Chart No. 44 is on page 94 . 
♦The overhead cam-shaft with overhead valves is the popular method used on airplane engines—see pages 911 to 916. 
















































































































































































































































































ENGINE PARTS., 


91 


Mechanically operated valves are opened and held open by means of cams 
and closed by means of a strong spring, (see chart 44.) The exhaust valve is 
always mechanically operated. 

Inlet valves are generally mechanically operated, but some of the old and 
motorcycle type of engines have valves of the “automatic” type. 

Automatic operated valve is held against its seat by a light spring—see 
chart 43, fig. 4. During the suction stroke, the sucking action of the piston 
as it travels downward in the cylinder, draws the valve open. At the end of 
the suction stroke, when the suction ceases, the spring forces the valve disc 
back to its seat, and the gas is prevented from escaping through the valve. 

It must be understood that the valves of a gasoline engine always open 
inward. Thus the pressure from the power and compression strokes tends to 
keep them firmly on their seats. 

Usually inlet and exhaust valves are made the same size. Some manu¬ 
facturers are making the inlet larger, for instance the Sterling engine has 114 
inch inlet valves and 1% inch exhaust valves. The lift of a valve is the 
height it is raised from its seat by the cam. 

Valve Operation and Location. 

The “mechanically’’ operated “poppet” type valve is the type in general 
use, therefore we shall confine our attention to this type. 

Valves are operated; or opened by the intermittent motion of a cam and 
closed by a strong spring, as explained under “cams” on page 87. 

**The cam shaft may be overhead or on the side, as per page 90. 

The location of the valves are overhead or on the side as per page 90, or a 
combination as per fig. 4, page 90, which is termed the “F” type. 

Overhead operated valves may be in a detachable head of cylinder or in 

Side operated valves may be 
placed all on one side, or opposite 
sides of cylinders. When on op¬ 
posite sides, two cam shafts are 
necessary ; one on each side—see 
fig. 7, page 90. When all valves 
are on one side or overhead; one 
cam shaft is sufficient—see figs. 8, 
1, 2, 4, 5 and 9, page 90. 

f To grind valves in an overhead 
valve engine with detachable head, 

the head is removed, and valves are ground in the head (fig. 6A, page 90)—un¬ 
less valves are in a cage. 

To grind valves in an Overhead valve engine with “cage” type valves, 

the valve is ground in the “cage” as per fig. 3, page 90. 

To grind valves on a side valve engine, the valve caps are removed if head 
is integral with cylinder as per figs. 7 and 8. If head is detachable as per 
figure 9, then head is removed but valves are ground in their seats in the cyl¬ 
inders. 

Although the valves vary in location and methods of operation, the prin¬ 
ciple or purpose remains the same; the inlet to admit fresh gas, and the ex¬ 
haust valve opens at the correct time to expel the burned gas. 


cages as per figures 1, 2, 5 and 6, page 90. 



b CVL. X-EXHAUST VALVES. 
OTHERS INLET 


On “L” head type 
Av of cylinders, all inlet 
X 7 - - y p and exhaust valves 
^ are on one side, but 
' they do not run con¬ 
secutively. Owing to 
the fact that the exhaust 
manifold must connect with 
all exhaust valves and inlet 
manifold must connect with 
all inlet valves; the valves 
are usually arranged as in 
illustrations above. Note 
the exhaust is always on 
the outside next to the water 
jacket, ff 

Illustration at top, is that of a 6 cylinder engine. 
The one at bottom, 4 cylinder. 



*Valves are made of cast iron electrically welded to a steel stem. They are also made of 
nickel steel or Tungsten steel. The latter being considered best. 

fSee index for “valve grinding.” **See foot note page 90. ttThe spark plugs (S) are usually 
placed over inlet valves, per page 121. 



























92 


DYKE’S INSTRUCTION NUMBER EIGHT. 


Valve Parts. 

A “poppet” type valve lias three parts; a 

“head;” a “stem,” which forms the moving 
part, and a ‘ ‘ valve face ’ ’ which seats into a 
“valve seat.” This valve face is beveled and is 
perfectly round. When seated, it must fit the 




VALVE 

CAP 

VALVE 

HEAD 




7 

VALVE 

STEM 

CHJiDE 

PLAIN 


VALVE 

LIFTER 

GUIDE 

PLAIN 


VALVE 
CLEARANCE 


LOCK 
NUT 

VALVE 
LIFTER 
GUIDE 
BUSHING 

CAM 
CAM SHAFT- 
fFIG^l 



VALVE 
LIFTER. OR. VALVE 
PLUNGER 
ORTAPPET 


T w o methods of 
operating valve-lifter. 
Also note valve and 
lifter guide; one plain 
other bushed. 


valve seat perfectly tight, otherwise during com¬ 
pression stroke the gas would leak, and on power 
stroke, a loss of power would result, by the valve 
leaking at the seat. Therefore it is ground to 
this seat. 


valve lifter. On the push rod type, it is usually 
between rocker arm and end of valve stem, lhis 
distance is regulated by an adjusting nut. 

Valve-lifter, also called “valve plunger,” 
“valve tappet” and other names, is the part 
placed between valve stem and cam. The top 
part has an adjustable screw which can be 
slightly raised or lowered to get correct valve 
clearance. 

The bottom of this valve lifter is sometimes fitted 
with a “roller,” per fig. 3, page 94. The “mushroom” 
type, fig. 2 above, and figs. 1 and 2, page 94 is the 

type used most. 

A valve-rocker—upper, is used on overhead 
valves, also called “rocker arm;” a valve-rocker 
—lower, is the principle shown in fig. 3. It is 
also called a “side tappet lifter.” The latter 
is seldom used. 

A valve-stem-guide holds the part through 
which the valve stem passes. Sometimes it is 
“bushed” as shown in fig. 2, also see page 634, 
fig. 7. Quite often it is plain as per fig. 3. 

A valve-lifter-guide (also called “plunger” 
and “tappet” guide), is shown in fig. 2, which 
is fitted with a bushing and can be renewed 
when worn. It is bolted, sometimes screwed to 
crank case (see also page 54). In fig. 3, a plain 
guide is shown. 

Enclosed valves are where a cover fits over 
valves (fig. 2). This deadens the noise of lifter 
striking valve stem and keeps out dust. Also 
see page 121. 

Although valves may be placed overhead, or 
a combination, as overhead and on the side—the 

principle of operation is very much the same, 
(see page 90.) 

**Purpose of Valve Grinding. 

The exhaust valve is surroimded by flame 
when open, and will become “pitted” in time, 
as per (fig. 4). 


The valve-spring holds the valve tight in its 
seat and must have sufficient tension at all 
times (see page 635). If too strong, the valve 
will close with more noise. If too weak valve 
will not seat properly. The exhaust valve spring 
usually weakens first on account of greater heat. 

The valve-spring-retainer-and-lock, formerly called 
valve spring washer, is placed at bottom of spring and 
held in place by a two part lock. Formerly a “key” 
passed through a hole in the valve stem (see page 630, 
fig. 1). 

Valve-face is the beveled part of valve head. 
The valve-seat is the part of cylinder head in 
which valve face is placed. The valve face and 
seat can be “conical” or “flat.” They are 
usually conical as per fig. 2 above, and fig. 7, 
page 94. Valve head is upper part of valve stem. 

Valve-stem is the stem part of valve head. 

The stem of a mechanically operated valve on “L” 
or “T” head cylinder of the “side valve” principle, 
usually extends about half way down to the cam shaft, 
A valve-lifter then lifts the valve stem by action of a 
nose on cam as cam revolves. (See page 87.) To set 
this cam, to raise valve at the proper time, is called 
“valve timing.” 

On engines with overhead-valves, there is a 
rod, called the “push rod,” between valve lifter 
and rocker arm, see fig. 4, page 94. 

Valve-clearance also called “air-gap,” is the 
distance between lower part of valve stem and 


The exhaust 
valve requires 
more grinding 
than the inlet 
valve because the 
hot gases pass out 
between the valve 
seat and valve 
face when valve 
i s raised. When 
the valve is open¬ 
ed, there must be 
sufficient space to 
let the burnt gas 
pass freely. 

The inlet valve, admitting gas instead of 
ejecting a flame does not pit as badly as the 
exhaust valve. 

In a perfect seated valve, the valve face and 
seat are smooth and even, with dull gray sur¬ 
face. A pitted valve is rough, uneven, and full 
of tiny holes, and cannot come to a tight seat. 
Therefore valve must be ground. 

The process of grinding a valve is the placing 
of a grinding paste between the valve face and 
the seat, and the revolving of the valve until 
the roughness is worn down. See index for 
“valve grinding” and “valve re-seating.” 



*The “tulip” shaped valve is another type of inlet valve seat but now seldom used—see page 128. 

**See first paragraph this page and pages 628 to 632. * ** See foot note page 94 for valve material. 



































































r 


DEGREE, MINUTE AND SECOND. 


93 




Fig. 1. Example; suppose we take a fly wheel and divide its circumference into 360 equal parts; 
each part would he a degree—expressed with a small “o” as 360°. 

In fact, any perfect circle can be divided in degrees. The crank shaft revolves in a circle, therefore 
we will designate the travel of the crank shaft in degrees. 

One half of the circle would be 180°, which would represent a stroke of the piston, or a half revolution 
of the crank. One quarter of the circle would be 90°, one third of the circle would be 120°. 

Any circle, or say, travel of the crank pin, would represent 360° when it made a complete circle 
or revolution. 

Fig. 2. Example; piston has traveled down from upper dead center, one quarter of the circle or 
one-half of a stroke; crank pin and fly wheel have turned 90°. 

Fig. 3. Example; piston has traveled from top dead center to bottom of stroke, or one half of a 
revolution; fly wheel and crank pin have traveled 180°. 




Fig. 4. Example; piston has traveled up from bottom, one-half of a stroke; crank pin and fly wheel 
have traveled one quarter of a circle from bottom or 90° from O to D. In all, the crank pin and fly 
wheel have traveled from A to D, three quarters of a revolution or 270°. 

Fig. 5. Example; the piston has made two strokes, one down and one up, therefore crank pin and fly 
wheel have made a complete revolution or traveled 360° in all. 

The idea is to learn that the crank pin travels in a circle and the fly wheel travels in a circle, and a 
revolution is a complete circle, and a complete circle is 360°. 

The piston travels in strokes, each stroke representing a half revolution of crank. 

If we spaced off 360 marks, equal distance apart, on any circle, then each mark would be called a 
degree. In fig. 1, we have spaced off the marks as 5 degrees each. 

Now we can divide each degree into say, sixty equal distances apart and call each part or mark, a 
* ‘minute.” 

We could go still further, and divide each minute into sixty equal distances apart and call each part 
or mark, a “second.” 

A minute is usually expressed with a single mark after the figure, as, 25'. 

A second with two marks, as, 25". 

Example; express, ten degrees, six minutes and five seconds. It would be as follows; 10® 6' 5". 

Note—To find the circumference of a fly wheel; multiply the diameter in inches by 3.1416. If the 
circumference is then divided by 360, the distance or portion of the fly wheel circumference equivalent 
to one degree may be ascertained. 


CHART NO. 45—Explanation of the Meaning of Degrees, Minutes and Seconds. Note; Crank 
Shafts on Engines usually turn to the right—(When in front). On above illustrations we are 
supposed to be standing in the rear of fly wheel, turning it to the left which would cause crank 
shaft to turn to the right (from front). 

Chart 43 on page 88. 









































































94 


DYKE’S INSTRUCTION NUMBER NINE. 


SPR/N6 
WASHER 
KEY 

CLEARANCE, 
TO ADJUST: 
LOOSEN 
LOCKNUT 
AND SCREW 
UP OR DOWN 






N— 

jL'zm — 



W OPENING 4 













LOCKNUT: 

VALVE LIFTER 
OR VALVE PLUM 
OER , . 


1-2.—Mushroom type of valve 
3.—Roller type valve lifter. 

Note in Fig. 1; valve just starting to lift. 

2 and 3, valve just closed. 

Exhaust cams usually have broader nose than in¬ 
lets, because the exhaust valve remains open longer. 


Figs. 


-VALVE CLtAP- 1 

ance here 

.CIO /H. TH/CK- 
/V£S5 OF 77///V 
PAPE H. 


OIL ER 


Foe Her Beom 

•%' Heel Ball 

-P' 0 Ire Pod End 





Fig. 7.—Note the “flat” and “conical” type 
of valve. It is said, the flat valve gives greater 
opening for the same valve lift and has greater possi¬ 
bilities for high speed work, however, it is seldom 
used. 

*Valve Clearance Adjustment. 

This subject is explained on page 110. An ex¬ 
ample of adjusting the valve clearance on a “side 
valve” engine will be given here. 

Valve clearance means the distance between the 
end of valve and the end of tappet or plunger which 
lifts it. 

When an engine becomes noisy and a clicking 
noise is heard, the trouble is likely in the valve 
ends having worn or the adjustment nut become 
loose. 

This adjustment can usually be made by screw¬ 
ing up on the adjustment screw (fig. 5) and then 
locking the position with lock nut. 

The clearance is necessary in order that the valve 
seats properly and should usually be from .003 to 
.005 of an inch when engine is cold. 

The adjustment should always be made—after 

the valves of an engine are ground or when check¬ 
ing the valve timing—see also, pages 635, 785. 

The procedure to adjust is as follows: turn fly wheel of 
engine over until the other tappet and valve in the same 
cylinder is up as far as it will go, or the valve wide open. 
The first valve will then be closed. As previously stated 
there should be from .003 to .005 of an inch between the 
head of the tappet screw and the end of the valve stem. 

If it is found that the clearance is not right, loosen the 
lock nut on the tappet screw and turn the screw up or 
down as may be required to obtain the correct clearance. 
It is best to 


Voire Pod 


Voire Rod Loch Nut 
«— AO JUST MS NT or 
VALVE CLEARANCE., 

P/unqer Rod $pr/ng 


Vo/re P/vrtger Ct/tde —• 


Ve/ro P/unger Po//er P/n- 


Vo Ire P/unger 


V s -/ / <7//r P/unger Ro//es 


Com Shoft 


Fig. 4. Valve-clearance on valves-in-the- 
head is measured between end of rocker- 
arm and top end of valve, as above. Adjust¬ 
ment is made on lower part of valve rod 
on the Dorris, as above. On the Marmon, 
adjustment is at the top of rod as per J, 
fig. 1, page 90. On the Buick, at the top, 
per page 109. 


is best to use a 
“thickness gauge” (page 
700), but if a gauge 
is not obtainable a piece 
of newspaper will serve 
as a gauge, a sheet of 
ordinary newspaper is 
between .002 and .003 
of an inch in thickness. 

After the tappet screw is 
adjusted so that the 
clearance is correct, 
tighten the lock nut. 

“Back lash” or lost mo¬ 
tion in the cam shaft 
driving gears should be 
taken up in direction of 
rotation when clearance 
is adjusted. 

A noisy valve tappet, 
caused from wear, and 
where no adjustment is 
provided, can be, in 
some instances repaired 
by placing fibre or steel 
washers under or over 
valve ends. 

To adjust valve clear¬ 
ance on overhead valve 
engines—see fig. 1 on 
page 109. 

The opening and clos¬ 
ing time of the valve 

is not when the lifter 
begins to rise or comes 
to rest but when it 
makes or leaves contact. 


Valve down 



Grinding and Reseating Valves. 

If valves become pitted and leak, they need re-grinding. If warped 
or shoulders form in the seat, then the seat and valve ought to be refaced. 
See index “Grinding Valves,” “Reseating Valves.” 


Valve Tappet 

X, a,V fT? Ppet VALVE 
Check Nut CLEARANCE 

Valve Tappet 15 
Adjusting Screw 

Fig. 5.—Type of valves on 
side of “L” head engine— 
clearance is adjusted as shown 
in illustration. (Hudson six.) 


CHART NO. 44—Valve Clearance. Valves and Cams. See repair subject and index for valve 
grinding. See page 542 for valve timing of different engines. 

(Chart 46 on page 100). *See pages 631, 634 and 630. 



























































































































VALVE TIMING. 


95 


4 


INSTRUCTION No. 9. 

VALVE TIMING: Valve Clearance. Meaning of Degrees. 
Periods of Travel of Cam during the Four Strokes. Exam¬ 
ples of Valve Timing. 

Before the reader can thoroughly master the subject of valve timing he 
must first learn the four cycle principle as explained on page 57 to 59, as it is 
with this principle we will deal. In addition to the above, the meaning of 
degrees as explained in chart 45, and the relation of the valve cam speed to 
the engine crank shaft speed and the importance of valve clearance adjust¬ 
ment must be thoroughly understood. 

Valve Clearance and Lift of Valve. 

If no space was left between the end of valve stem and the cam, even 
very slight wear of the stem and seat would prevent the valve from closing 
properly. Furtherfore there must be some cognizance taken of the expan¬ 
sion due to heat. As the stem expands, it gets longer so if no clearance were 
provided the stem w r ould rest against tappet and be unable to seat properly. 

**Valve clearance, also called “air gap" space, is the space between the 
end of valve stem and the lifter or plunger. The width of this air gap 
ranges from the thickness of tissue paper to 1/16 of an inch. The average 
gap is somewhere about or- slightly less than postal card thickness (see in¬ 
dex; Standard Adjustments of Leading Cars). 

Some manufacturers give about 1/1000 of an inch less space to the inlet 
than the exhaust, because the exhaust valve stem lengthens more; due to 
greater heating. For instance, Hudson gives .004 of an inch to the “air 
space” on the inlet valve and .006 to the exhaust. 

The adjustment should always be made with engine cold and after the 
valves are ground, as the grinding may slightly lower valve. 

The valve lift: the inlet cam has a sharp nose. The exhaust cam has 
a broader nose, because it must hold the valve open longer. The height 
of the nose less the air gap, regulates the lift. 

The average lift of either exhaust or inlet is approximately, 3/8 or 9/32 
of an inch. It is thus evident that if the air gap is 3/8 or 9/32 inch too large, 
the valve will not open at all. 

Now if the air gap (3/8 inch) is slightly decreased, the valve will lift 
very slightly and stay open but a few degrees. If the air gap is again 
slightly decreased, the valve will open sooner, raise higher and close later. 
This process can be repeated until there is no air gap left. 

Therefore, suppose an engine was designed to have 1/16 inch air gap 
and there was no air gap at all; the valves would open possibly 50° too 
soon, raise 1/16 inch higher than intended and close 50° too late. 

As to wear of end of valve stem or tappet; it is apparent that as the wear 
increases, the space or air gap increases and valves will have less lift, open 
late and close early and become more noisy. All of which will affect the 
power of engine. 


*For valve grinding and other repairs, see “repairing instruction.” 

The study of valve timing will be simplified if the reader will refer to Dyke’s four and six 
cylinder engine models. Valve timing of leading automobile engines given in “Standard Adjustment 
of Leading Oars,” see index. A table for converting degrees into inches, and fractions of hundredth* ** 
into sixty-fourths of an inch is given in chart 51, page 115. 

**On actual tests it has been found that by adjusting the air gap properly almost double com¬ 
pression and more than double power has been secured. 


96 


DYKE’S INSTRUCTION NUMBER NINE. 


When valves are noisy the cause can usually be traced to the wear of 
valve stem, although they are case hardened at end as well as the head of 
tappet, the wear however, will come in time. Too great a lift will also cause 
noise. 

Remember; always adjust valve clearance according to measurement 
given by the manufacturer. 

It is essential that the valve clearance adjustment be made with the 
“back lash” or lost motion in the driving gear entirely taken up in direc¬ 
tion of rotation. 

\ 

Remarks on Inlet Valve Opening and Closing. 

We have explained that the valves are raised by means of cams oper¬ 
ated by a cam gear placed on the front of the engine in mesh with a gear on 
the crank shaft. 

Inlet valve opening: if, when one of the cams raise an inlet valve just as 
the piston is starting down on the suction stroke, then a charge of gas will be 
drawn into the cylinder as long as the piston is on the suction stroke and the 
valve is open. 

Therefore the valve ought to open in time to give the piston a chance 
to draw in a cylinder full of gas. 

If the valve were to. open much after the time the piston was starting 
its suction stroke, then it would not get a full cylinder of gas, and thereby 
give less power. 

Therefore it is important that the inlet valve be made to open exactly 
at the right time, and the method employed to cause it to open at the right 
time is through the inlet valve timing gear and the proper valve clearance 
(see pages 94 and 95). 

The practice is to allow the piston to descend slightly in the cylinder on 
the suction stroke before the inlet valve opens, so as to reduce the pressure 
and create, if anything, a vacuum which causes a greater suction. 

Inlet valve closing: when we come to the closing of the inlet valve we 
find the practice almost universal of leaving the valve open until the piston 
has not merely reached bottom dead center, that is, the bottom of the stroke, 
but has actually traveled slightly up on the compression stroke again. 

It seems as though the gas already sucked in would be forced out again, 
but we are forgetting the speed of the engine—15 complete cycles of opera¬ 
tion in one second, or one stroke of the piston to a one-sixtieth part of a sec¬ 
ond ; such a speed that the piston has reached the bottom of its stroke an ap¬ 
preciable time before the gas has been able to fill the cylinder, so that even 
after the piston has started to move upward on the compression stroke, there 
still remains suction in the cylinder which, if the valve remains open, will 
continue for a short interval to draw in a further charge of gas. 

Obviously the exact point at which the inlet valve should close depends 
upon the speed of the engine, and whatever setting is arranged, it will not 
be equally suitable for all the speeds attained by one engine. 

As, for instance, when the engine runs dead slow, the late closing would 
be a distinct disadvantage—the gas being partially driven back on the com 
pression stroke, while at maximum speeds the valve will close before the 
suction has finished its work. 

However, there is an average speed for every engine, and the valves are 
set to it accordingly. 


VALVE TIMING. 


97 


Remarks on Exhaust Valve Opening and Closing. 

Exhaust valve opening: when we come to the opening of the exhaust 
valve, there are no two opinions about it. 

The valve must open considerably before the piston reaches the end of 
the explosion stroke, and if this wastes some of the force of the explosion, it 
is amply compensated for by the freedom afforded the piston in commencing 
the exhaust stroke. 

It would obviously be wrong to keep the exhaust valve closed up to the 
very moment before the piston is about to move upward, because on com¬ 
mencing the exhaust stroke it w T ould find itself confronted for an instant with 
the force which had just driven it down, and until the valve was wide open, 
it would be considerably impeded on its journey. 

So the exhaust valve is usually opened as soon as the piston has moved 
through about seven-eighths of the power stroke; that is, before bottom dead 
center. 

Exhaust valves opening too early causes a waste of power. Sta- ' 
tionary gasoline engines, which run at much lower speeds than automobile 
engines, do not hold their valves open so long, the chief difference being in 
the times of exhaust opening and inlet closing. 

Other effects of valve timing are dependent upon the short or long stroke, the side 
valve, as in the “L” head, the opposite valves as in “T" head, and the overhead valves, 
high and low compression. All this must be considered in valve timing. 

The term “valve timing” refers solely to the points at which the valves open and 
close and does not in the present section include the height to which they lift, (see 
page 95.) •* 

• 

The most sensitive point in the cycle of a four cycle engine is the top center posi¬ 
tion, between the exhaust and induction strokes, for the reason this is the critical scav¬ 
enging point. 

At a certain point before the bottom of the firing stroke, the exhaust valve is opened, 
and kept open during the succeeding exhaust stroke, to enable the ascending piston to 
expel as much of the exhaust gas as is within its sphere of action, but, having come to 
rest at the top of its stroke, there is still the contents of the combustion head yet to be 
dislodged. 


Exhaust Valve Closing. 

As to when the exhaust valve should close, there is but little to be said 
about it. Suffice it to say that it may not close before the end of the stroke. 

As a rule on account of what we have explained about the gas which 
remains in the head of the cylinder being slightly under pressure at the end 
of the stroke, the valve is quite often allowed to remain open until the piston 
has moved slightly down on the induction stroke, so as to give full opportun¬ 
ity for as much exhaust gas to escape as possible. 

In order to understand just how important it really is to expel all of 

the burned or exhaust gas, it must be explained that one of its chief consti¬ 
tuents is carbon dioxide—which is the most powerful anti-combustion agent 
known to science. Its presence, therefore, even in small quantities, retards 
considerably the speed of the explosion development. 

The piston now having come to rest at the top, we are still faced with 
the problem of dealing with the volume of burned gas which remains, and for 
the expulsion of this we must take advantage of exhaust momentum. 

The manner in which this principle operates will be apparent if the con¬ 
tents of the exhaust pipe is pictured as a mass of gas moving outwards with 
explosive velocity. When the influences which started this movement have 
ceased—namely, at top centre—the gaseous mass will function almost like 


98 


DYKE’S INSTRUCTION NUMBER NINE. 


the piston of an extractor pump, and if the valve timing permits of it will 
tend to withdraw 7 a large proportion of the residual gases from the cylinder 
head. 

It will now be obvious from the foregoing that, if the extractor action of 
the exhaust gases is to be taken advantage of, the valve must be made to dost 
a little later than “top center,” or—as it is technically described—must have 
a certain degree of “lag;” for it is evident that if we close it at the exact 
top of the stroke the contents of the combustion head (which we wish to get 
rid of) will be imprisoned and will contaminate the incoming charge. 

The amount of this “lag” will depend on several things —the shape of the 
combustion head, the weight of the valve, the strength of the springs, and de¬ 
sign of the exhaust system. 


Valve Effect of “Lag” or Bounce. 

As regards valve spring, strength and weight, this has to be reckoned with on ac¬ 
count of its influence on inertia lag as distinct from that which is intentional, for it is 
well known that as the speed of the engine increases the valve tends to “jump” the 
elosing face of its cam and closes later and later as the speed increases. This is what 
we describe as “inertia lag.” There is a point however, past top center that the ex¬ 
haust extraction lasts, and pending this extracting effect the valve should remain open, 
but if carried beyond this point, a reverse of the exhaust gases may occur, for it must 
not be forgotten that the piston has now started down on its suction stroke. It becomes 
a question therefore, of closing the valve when the scavenging is as complete as possible. 

*The best design of cylinder head for an “overlap” is the round or “I” head with 
overhead valves; the ordinary “L” head is not so good, and in certain kinds of heads 
in which the inlet and exhaust valves are small and close together in a small pocket 
an overlap is quite useless. 

On the other hand, it has been found in racing practice, where the exhaust pipe is 
very long, straight and open, and the combustion head suitable for scavenging, that a 
very considerable overlap can be allowed with advantage. » 

In some instances however, the exhaust valve is made to close on top, for instance, 
the Locomobile engine which is a “T” head type (see page 108). 

What Governs the Valve Timing. 

The different size of cylinder, especially in the stroke and in the type of 
ignition, shape of manifold and the speed of engine, govern the valve timing 

Early setting of valves on an engine will cause irregular running at 
lower speeds, unless a very heavy fly wheel is used. It will also increase the 
gasoline consumption in short stroke engines. 

For high speed work, the inlet may be opened and closed late. For slow 
speed work, closing the exhaust and inlet on center, gives the best control 
and no blowing back. 

The time of opening and closing of valves with reference to the engine 
speed, of course has an important bearing on its performance. If the valves 
open too early it will cause back-firing, while if they open too late a sluggish 
engine and overheating will result. 

High speed (short stroke) engines, have a longer time of valve opening than medium 
or slow speed engines. The slower speed engines have the exhaust opening and the inlet 
closing, nearer to bottom center, while some high speed engines open the exhaust 66° before 
bottom center and close the intake 70° after bottom center. 

^ alve timing of different engines will vary according to its intended average speed and 
the length of stroke. Long strokes are for slower speed engines than short strokes. Ob¬ 
viously high-speed engines are not efficient at slow speeds, because the inlet closes too 
late and the exhaust opens too soon, thus losing part of the charge and part of the power 
stroke. And slow speed timing on a high speed engine does not permit of receiving a full 
charge nor of getting rid of the back pressure during the exhaust stroke. 

The value of the design of the cam, can and nearly always is, lost through improper 
valve clearance or air gap adjustment (see pages 95-107). 

*See index for “Compression”—for relation of compression to cylinder head. 



VALVE TIMING. 


99 


Many people who think, because an engine is new or has just been overhauled the 
timing must be right,—will have a sad awakening if they will only spend a few minutes 
in verifying the timing. 

Most cam shaft gears or fly wheels are marked to insure proper meshing of gears or 
checking on fly wheel and proper location of the cams. Some times carelessness at the 
factory in marking this gear may mean that after the first removal of the gear, it will be 
replaced wrong, because the marking is wrong (see pages 102, 112, 113). 


Periods of Time Valves are Usually Open. 

Before taking up this subject in detail we shall again review the relation 
of the speed of crank shaft to cam shaft and get the name of the parts clearly 
in mind. 

A stroke, is the movement of the piston from the top to the bottom, or 
from the bottom to the top. This motion is called reciprocating motion of 
piston. When the piston goes from either top to bottom or bottom to top, 
the crank shaft turns one-half of a revolution. 

Therefore, four strokes of the piston would represent two revolutions of 
the crank shaft. 

The cam shaft turns one-half as fast as the crank shaft, because the cam 
gear is twice the size of the crank shaft gear which drives it. 

*The nose of the inlet cam is usually shorter on its length of face than the 
exhaust cam. Because the exhaust cam holds the valve open much longer 
period of time than the inlet cam holds the inlet valve open. 

The cams which operate the valves are steel forgings, turned and ground 
to correct shape. They are then case-hardened to decrease wear, and are 
usually an integral part of. the cam shaft. 

The shape of the cam determines the actual lift of the valve and the 
time during which it shall stay open. Chart 44, page 94, shows how cam 
corfours are plotted and several generally used shapes. 

Cams which are pointed give a slow opening and slow closing, the great¬ 
est opening being at the middle of the valve lift period. 

Cams which are more nearly square, open the valve rapidly, keep it 
nearly wide open until ready to close and then allow it to close quickly. 

It is usual to so design the positioning of the cam shaft and valve tappets 
that the tappets are not directly over the center of the shaft, but are offset 
slightly on the lift side. This gives a more direct lift instead of a side thrust 
as would be the case if they were centered. 

In actual practice, the inlet valve seldom opens on top, as shown in 
chart 26 (page 54) but usually after the top of -stroke, varying from 5 to 15 
degrees as explained in fig. 1, chart 46. 

The inlet seldom closes when piston reaches bottom, but from 5 to 38 
degrees after the bottom. (See fig. 2, chart 46.) 

The exhaust valve seldom opens on bottom, but usually 40 to 50 degreees 
before bottom (fig. 3). 

The exhaust valve seldom closes on top of stroke, but usually 5 to 10 
degrees after top. (In fig. 4, chart 46, illustration shows exhaust valve clos¬ 
ing on top, in order that reader will more clearly understand the illustration.) 

The cam turns the same speed as the cam shaft. The nose on the cam 
raises the valve. Therefore the inlet valve will be raised once during the 
four strokes, and the exhaust valve will be raised once during the four strokes. 


*A point which suggests itself on the timing of the inlet opening, and which also holds true for 
other operations on the timing circle, is in the securing of a quiet cam. Quietness in the cams is 
generally secured at the sacrifice of power. A steep cam is as a rule more noisy and more powerful 
than one giving a slower opening. 

To aecure the full opening of the inlet valve at a point which will not be too late to permit a full 
charge to be taken into the cylinder, and yet at the same time to have a cam which will not be noisy, 
means that the inlet opening will have to be started fairly early. This is one of the points which often 
induces a maker to sacrifice the vacuum to some extent for the sake of quietness. 


100 


DYKE’S INSTRUCTION NUMBER NINE. 






INLET OPENS 
AFTER TOP 

NTEP 


r/QJ 


F/GZ 


-Bottom 


Example-: Inlet opens 8° after top, closes 38° after bottom. Exhaust opens 
46° before bottom and closes on top. 

Fig. 1: Inlet Valve Starting to Open 8° after top center (“TO”) (viewing engine 
from front); note the inlet will remain open during suction period until crank 
is 38° after bottom center (“BC”). The period of travel of the crank during suc¬ 
tion period is 210°. The inlet valve is open during this period. 

Fig. 2: Inlet Valve has Closed and piston will now travel up on compression to 
top center (“TC”). The period of travel of crank during compression period is 142°. 

Fig. 3. The Spark Occurs at Top (in actual practice, .iust before the top), 
therefore, the next stroke down will be power stroke. 

Note the period of travel of crank pin during power stroke 
is only 134°, as the exhaust valve starts to open at 46*° 
before bottom. Note exhaust cam just starting to open 
exhaust valve. 


Fig. 4: Exhaust Opens 46° before Piston reaches bottom. 
The Exhaust Valve Remains Open during a period of 226°; 
crank traveling from 46° before bottom, to bottom, thence to 
top (“TC”). In this instance the exhaust valve closes on 
top or dead center. In actual practice it usually closes a little 
after top dead center, about 7 or 8°. 


INCfcT CLOSING 


l HUT 

o»cntNO> 


Camaust 

ClOS'NG 


Observe Position of cams during the various periods. The 
cam turns the speed of crank shaft, therefore, if crank shaft 
revolves twice to complete the four strokes, then the cams will 
revolve one revolution. 


Fig 5, illustrates all the 
above in one illustration. 




OPENING 


IXNAtST 


CLOSING 


T — 


in Let 


exhaust 
CLOS 


CHART NO. 46—Explanation of Period of Suction, Compression, Explosion, Power and Exhaust. 
(View from front of Engine.) 


Chart 45 on page 93. 



















































































































VALVE TIMING. 


101 


By referring to fig. 5, chart 29 (page 58), note inlet cam on first stroke 
will be in position of (1), and will turn from 1 to 2, or 90 degrees during the 
first stroke. 

Exhaust cam will be in position (2) and will turn from 2 to 3, or 90 
degrees during the first stroke. 

During each stroke the cam moves 90 degrees, whereas the crank moves 
180 degrees. 

Inasmuch as a stroke of the piston is from top to bottom, or 180 degrees 
travel of crank, it will then be necessary to distinguish the difference between 
the time of opening and closing of valves and the period of travel of the crank . 
shaft during the four actions of suction, compression, explosion and exhaust 
periods. (See chart 46). 


Meaning of Valve Lap. 

The word ‘dap” is used often in connection with valve timing, also 
firing order of cylinders. 

In speaking of firing order of cylinders we speak of one cylinder “lap¬ 
ping” another, for instance, on a certain eight cylinder engine there are eight 
periods of 44 degrees travel of crank when two cylinders are on power, or 
“lappmg” at the same time. 

In using the word “lap” in connection with valve timing, it means the 
period of time that both valves are open at the same time, or -|- (plus lap). 

We will divide the laps into “zero lap,”—(minus) lap, and -|- (plus) lap. 

Zero lap: If the exhaust valve closed just as the inlet valve started to open, we will 
term this, “zero lap” (no lap at all). 

The “zero lap“ means exhaust closes at the same time the inlet valve opens. With 
zero lap there is no vacuum in the cylinder at time of inlet valve opening. 

Minus lap: If the exhaust valve closed before the inlet valve opens; this we will 
call “minus lap,” designated with a (—) mark. 

The “—minus lap,” which is the general condition used on most engines, the ex¬ 
haust closes an appreciable period before the inlet opens. This permits the piston to 
descend slightly on the suction stroke before the inlet valve opens, thus creating a 
vacuum in the combustion space. Therefore, the rush of gases into cylinder is greater, 
due to this partial vacuum. 

By referring to fig. 1, chart 29, note exhaust valve closed before the inlet starts to 
open; this would be termed “—minus lap.” 

Plus lap: If the inlet valve opened before the exhaust valve closed; this we will 
call “plus lap,” designated with a -|- mark. 

The “-|- lap, ” means that both exhaust and inlet valve are open together for a period 
of the lap. In other words the inlet opens before the exhaust closes. The theory is 
that the inertia or rush of exhaust gases passing out the exhaust port is sufficiently 
great to create a partial vacuum, and causes a stronger in-rush of fresh gas. 

Owing to the fact that the exhaust and inlet gases should not conflict in their 
direction, the -|- plus lap is generally used on “T “ head engines. 

See page 114 and note the average valve timing of various engines. Compare the inlet valve open¬ 
ing and exhaust closing. 


Valve “Lag” and Valve “Lead.” 

If a valve opens late or remains open after it is supposed to close, it is 
said to “lag.” For instance, the exhaust valve is usually allowed to “lag” 
about 10 degrees after leaving top of its exhaust stroke before it closes. 

Valve “lead” usually applies to the valve opening before piston reaches 
top or bottom center, this distance is called “lead;” if it closes after center, 
this distance is termed “lag.” 

For instance, the setting of spark is sometimes given a “lead” or the 
exhaust valve is usually given a lead of 46 degrees, meaning opening before 


102 


DYKE’S INSTRUCTION NUMBER NINE 


E* 

CLOSING 



X' 

•^EX-Cam just 

/ ^ LEAVING 
I EX.valve 


CAM 

GEAR 


\ 


\FKH 


it oV; 

R. J 

% c 


v CRANK 

SHAFT 
GEAR. 


POSITION OT 

PISTON TO 
BE ON OR 
AFTER TOP 
ACCORDING 
TO DIRECTIONS. 

MARK ON FLY 

whefl'fc'to 

BE IN LINE WITH 

mark on CYLINDER. 

X 

\ 

\ 

\ 

\ 


I 

h 

. FLY 
/ WHEEL. 


EX VALVE , 


INLET VALVE. 



I Ml ET CAM' 
GEAR. 

^'crank SHAFT . 
&EAR / 


View from front of engine. Below the view is from the rear. 


Fig. 1.—To set the cam for valve opening on 
an “L” head cylinder it is only necessary to 
set the one cam, which is the exhaust cam—at 
the closing point. If engine has a multiple of 
cylinders all other cams will then operate as 
they should; as all exhaust and all inlet cams 
are on the one cam' shaft and are set per¬ 
manently when cam shaft is made. 


Fig. 2.—When setting valves on a “T” 
head cylinder engine, there are two cams to set; 
the inlet and the exhaust. If cylinder is a four 
or six, or any multiple of cylinders; by setting 
the cam on the first, or say, No. 1 cylinder— 
is all that is necessary. 

The usual plan is to set the exhaust as it is 
just closing, and the inlet as it is just opening. 

On a “T” head, all exhaust cams are on the 
exhaust cam shaft and all inlet cams are on 
the inlet cam shaft. 



BOTTOM 
0 E AQ C6NTEA 


Fig. 3. Example of setting by “indicator. 


Example of Valve Timing. 

Example, set valves as follows; exhaust 
closes 2V 2 ° after top, inlet opens 10° 
after top. 

There are usually marks on the face 
of fly wheel, which indicate the position 
for placing the crank shaft when setting 
the cams. 

For instance; when piston of No. 1 and 
No. 4 or 1 and 6, cylinders are on top of 
stroke, a line will often be made on fly 
wheel which is supposed to line up with 
a mark on the cylinder, or with “indi¬ 
cator” placed on lower part of rear cyl¬ 
inder. 

This line will read “DC 1-4 UP” (if 4 

cylinder engine), meaning “1 and 4 are 
on dead center-up” (or “DC 1-6 UP,” 
if a six cylinder). 

If exhaust closed 2Y 2 ° after upper 
dead center, then a mark would appear 
on fly wheel 2^° further away from 
the center mark (standing in rear of fly 
wheel). 

If inlet opened 10° after upper dead 
center, then another mark would appear 
as shown. 


To then set the valve on 
move fly wheel to left 2%’° to 


‘L” head engine, first place No. 1 piston on dead center (DC), then 
‘EC” (exhaust closing), and set exhaust cam at the closing point. 


To set “T” head, first place No. 1 piston on dead center with “D C” line, in line with 

to le: 


‘indi¬ 
cator,” then move fly wheel to left to “EC”—set exhaust valve closing. Next, move fly wheel still 

further to “10” (inlet opening), and set inlet cam at opening point. Mesh the gears and valves 

are timed. 

Timing valves on a round or “I” head cylinder with valves overhead, the procedure is the same 

as in the “L” unless valves are on opposite side, as on a “T” head. 


CHART NO. 47—Timing Valves on a “T & L” Head Cylinder Engine. Example of Fly Wheel 
Marking. 

Note: An indicator is also termed a “trammel.” 



































































































VALVE TIMING. 


103 


bottom. The faster engines are designed to run, the greater the amount of 
“ lead’ 7 or “advance” given the opening of the exhaust, also the spark when 
running. 

Valve Timing Position. 

The position of the crank shaft determines the position of the piston. 

The position of the piston determines the point where valve is set to 
open or close. 

Therefore the cam shaft must be so placed, that the cam will raise the 
valve when piston is at a certain position. 

*This is accomplished by meshing the cam gear with crank shaft gear 
when piston is in correct position. 

Marks are usually placed by the manufacturer on the cam gears which 
will indicate just where to mesh gears (see page 106). The fly wheel is sel¬ 
dom used for timing unless there are no marks on gears or if it is desirable 

to check the valve timing. 

It is also important to secure the proper valve clearance as per pages 
94 and 95, before timing the valve. 

Setting Valves on a Single Cylinder Engine. 

For instance; suppose the valves are to be set on a single cylinder “T” 
head engine with exhaust to close on dead center, and inlet to open one-eighth 
inch after top on suction stroke. 

Setting exhaust valve: first; place piston (by turning crank shaft) on 
dead center, then mesh exhaust cam gear with crank shaft gear, so that ex¬ 
haust valve is just seating. (See fig. 1, chart 46.) Setting inlet valve: 
move piston down one-eighth of an inch from top, mesh inlet cam gear with 
crank shaft gear. 

It will be noted that the inlet opens and suction stroke begins right 
after exhaust closes. Therefore the closing of the exhaust and opening of 
the intake is the point to work from. 

A matter of importance to remember, is the spark. When setting valves, 
be sure the contact on timer or magneto is set to occur when piston is on top 
of compression stroke, a full revolution from where inlet valve starts to open. 
(This will be treated under ignition timing.) 

Also remember to first get the “valve clearance” or “air gap” correct 
as per pages 94 and 95. 

Setting the Valves on a Multiple Cylinder Engine. 

Setting the valves on a multiple cylinder engine is identically the same 
operation as timing a single cylinder engine 

flf there are a multiple of cylinders, say four, then there must be at 
least one inlet and one exhaust valve for each cylinder. Therefore, there 
must be four cams for the four inlet valves and four cams for the four ex¬ 
haust valves. 

If engine cylinders are “T” head, then there are two cam shafts; one 

for the inlet valves and one for the exhaust valves, placed on opposite sides 
of the cylinders. 

If cylinders are “L” or “round” head with valves in the head, then 
there is but one cam shaft. (See chart 40, page 86). (On some 8 and twin 
six engines however, th€re are two cam shafts.) 

tin some of the late makes, each cylinder has two inlet and two exhaust valves, called “dual valves.” 
See pages 109, 927. 

* Sometimes reversing the crank shaft gear will give better results, due to key-way being slightly offset. 


104 


DYKE’S INSTRUCTION NUMBER NINE. 


It is well to note that even though there are four cylinders, six, eight 
or twelve cylinders, each of the pistons must pass through the four strokes 
during two revolutions of the crank shaft, even though two of the cylinders 
are firing at once during part of the time (which they are in a six, eight and 
twelve cylinder engine). 

Just how these four strokes are made by each piston during two revolu¬ 
tions of the crank, is explained under “firing order,” instruction No. 10. 

We will next take up the method of setting the cams, so they will open 
and close the valves at the correct time. 

If a four cylinder engine, remember that owing to the shape of crank 
shaft, pistons 1 and 4 are always up or in line, when 2 and 3 are down, or 

vice-versa (see page 116). If a six cylinder engine, pistons, 1 and 6 are in 

line, 3 and 4, and 2 and 5 (see chart 55). 

If cylinders are “L” type or “round” type, with all valves on one side, 
then it is only necessary to set the one cam shaft, and do the timing from one 
cylinder, usually the front one, see fig. 1, chart 47, page 102. 

If cylinders are “T” type, then it will be necessary to set the inlet cam 

shaft and the exhaust cam shaft separately, but it is necessary only to set 
valves in one cylinder, as the other earns are fastened permanently on the cam 
shaft, and must open and close all other valves at the correct time. See fig. 
2, chart 47. 

Therefore the cams do not need to be set on the shaft, but by meshing the 
cam gear in front of the engine with the drive gear, the position of the nose 
of the cams can be adjusted. The usual plan is to place piston of No. 1 
cylinder at the top of its stroke, and work from that point. 

An eight cylinder engine, usually employs one cam shaft with 8 or 16 
earns. The Cole has 16 cams, one for each valve whereas the Cadillac has 
eight cams. 

To set the valves of the Cole engine, place piston of No. 1 cylinder on 
top dead center, then turn fly wheel in direction of rotation say 10°, to 
where the exhaust is supposed to close, at this point mesh the exhaust cam 
gear so exhaust valve is just closing, or cam is just leaving the end of valve. 
Either side can be timed, which will suffice for both sides or sets of cylin¬ 
ders. Usually the right side is timed. 


•(•Timing Marks on Fly Wheel. 

The usual plan to time valves or set in correct 
time with cam shaft, is to mesh the cam gears with 
point marked thereon to correspond with the 
mark on crank shaft gear at the time No. 1 cjdin- 
der is on top of its stroke. 

Usually marks also appear on the circumference 
surface of the fly wheel, which indicate position 
crank shaft is to be placed for correct setting of 
valves. 

The mark on fly wheel is placed in line with a 
center mark on cylinder or elsewhere. 

If there are no marks on gears or fly wheel, 
then it will be necessary to first determine where 
you wish to set the valves. 

*Note—AlwayB adjust valve clearance before proceeding to set valve, see chart 44. 

See Dyke’s 4 and 6 cylinder engine models. 

tBy referring to inserts and page 120 an “inspection hole” will be noticed in housing over fly 
wheel for observing marks on fly wheel. s 



























































VALVE TIMING. 


105 


Timing “T” Head Cylinder Engine Valves. 

Although fly wheels and cam gears are usually marked and the setting 
done with gears, the explanation will show how to check the valve timing 
and mark fly wheel if necessary. 

For instance, suppose engine was a “T” head four cylinder type of en¬ 
gine, and you wished to time the valves as follows: Exhaust to close 15° 
past upper dead center. Inlet to open 8° past upper dead center. (This is 
an unusual timing.) 

In actual timing this is ready all that is necessary to know, as the 
other points of closing and opening will be taken care of by the other 
cams on cam shaft. 

"'Procedure of marking fly wheel: (Refer to illustration.) Place No. 
1 piston on top or upper dead center. Mark a center mark on cylinder, 
(usually on indicator or what is called a “trammel” is placed at this point, 
see fig. 3, page 102). Now mark a line on face of fly wheel and mark on this 
line “1-4 UP,” meaning pistons 1 and 4 are on upper (or top) dead center. 

fNow measure 8 degrees from this line to the right and make another 
mark on fly wheel—mark it “10.” meaning inlet opens. 

Now mark another line 15 degrees from the DC line, to the right on fly 
wheel—mark this “EC,” meaning exhaust closes. 

Next, turn fly wheel slightly until line marked “EC” is in line with 
indicator or punch mark on cylinder. At this point piston is 15° down 
(measured on fly wheel) in direction of rotation from top. Note that you 

are supposed to be in rear of fly wheel. 

Setting exhaust cam; take exhaust cam gear out of mesh with crank 
shaft gear (if a gear, or if a chain loosen chain) ; turn exhaust cam in direc¬ 
tion of rotation (note direction it turns, fig. 2, page 102, opposite that of 
crank shaft) ; place exhaust cam at closing point (see chart 47, fig. 2). Now 
mesh exhaust cam gear and exhaust valves are timed. 

Setting inlet cam, next, turn fly wheel to left until line “10” is in line 
with center mark or indicator on cylinder ;at this point piston is 8° down 
(measured on fly wheel in direction of rotation from top). Take inlet cam 
gear out of mesh and turn inlet cam in direction of rotation until it is just 
at the point of opening (see fig 2, page 102). Mesh gears and inlet valves are 
timed. 

Next adjust the “air gap” or “valve clearance” as per pages 94 and 95. 

Timing the Valves on “L” Head Type of Engine. 

Only one cam shaft need be set when all valves are on one side, and all 
cams on one cam shaft, see fig. i, chart 47. 

The usual plan is to place position of No. 1 piston at point where exhaust 
valve is to be closed, and mesh the exhaust cam shaft gear at this point. 

Timing Valves on an “I” or Round Head Type of Engine. 

The overhead valves are usually operated by push rods. All from one 
side of engine and from one cam shaft, therefore the timing would be the 
same as an “L” head. 

If overhead cam shaft; the valves are usually operated by one cam shaft, 
therefore the principle is the same, see chart 66, page 137. 

It is important to adjust the “air gap” or “valve clearance.” 

* A study of fig. 3, page 102, of the six cylinder timing will assist you in understanding this. 

tSee page 115, how to convert degrees into inches or fraction thereof, or just how far in inches 
to make the mark on different diameter fly wheels. 

+ To find position of piston, see index “finding position of the piston.” 


100 


DYKE’S INSTRUCTION NUMBER NINE. 




This Particular type is a “T” Head Cyl¬ 
inder type of Engine. By observing the 
illustration the reader will note the 
principle of valve timing on a “six” 
differs but little from the “four.” 

A Study of Six Cylinder Crank Shafts 
in Chart 55 will explain the meaning of 
the 120° marks. 

When the long mark 1-6 is in line with 
line on Crank Case, pistons number one 
and six are at their highest points or 
upper dead center. 

When mark 2-5 is in line, pistons number two and five are on upper dead cen- 


< — 
!t c 


n « 

ft 

v. a 


5" v* 

(\ o 

■? B 


Generator Drive Gear 

Cam Shaft Cear 

C 

Idler Gear 


Magneto Drive Geat 
Shaft Cear 


ter. 


When mark 3-4 is in line, pistons three and four are on upper dead center. 

From Upper Dead Center, pistons are ready to start downward on their intake 
or power stroke as the case may be. 

If the Piston of any Particular Cylinder is Ready to Start on its intake stroke, 
then when the first punch mark from center mark, or 10° of the complete circle 
is in line with mark on crank case, the exhaust valve of this particular cylinder 
has just closed. 

When the Second Punch mark or 15° is in line, intake valve of this particular 
cylinder begins to open. 

No Reference is made here as to closing of Intake and opening'of Exhaust, be¬ 
cause it is of no particular advantage when timing valves, as the opening of inlet and 
closing of exhaust is all that is necessary to know. 

The only Points to Determine is when the inlet opens and exhaust closes and 
set as shown above. 

To Remove Timing Gears on the Mitchell. Note there are two cam shafts (“T” 
head cylinders.) To remove idler gear screw out hexagon headed bolt “D,” which 
has a left-hand thread, from idler gear shaft. 

To remove Cam Shaft Gears. Remove hexagon bolts “A” and hexagon nuts 
“B.” The gear now comes off its hub. 

To Adjust Mesh of Timing Gears. Through holes “C” of cam shaft gears loosen 
the bolts that hold bearings to crank case. Bearings being eccentric they can be 
turned until desired mesh of gears is obtained. No further adjustments of the other 
cam shaft bearings are necessary to make this adjustment. Be sure bolts are again 
drawn up tight after adjustments are made. 

To Adjust Mesh of Magneto Shaft Gear. Loosen the three bolts that hold bear¬ 
ing to crank case; bearing being an eccentric can be turned until the desired mesh 
is obtained. 


To Adjust Generator Drive Shaft Gear. Loosen the three bolts that hold bear¬ 
ing to crank case and proceed same as to adjust magneto drive shaft gear. 

HOW TO MESH TIMING GEARS; by removing forward end of crank case cover, 
gears can be inspected. The gears should be so set that the figure 1 stamped on 
crank shaft gear should match with figure 1 stamped on idler gear; mark 2 on 
idler should match with mark 2 on cam shaft gear and mark 3 on idler gear should 
match with mark 3 on other cam shaft gear. 

This Piinciple of removing and meshing gears is common practice. 


CHART NO. 47A—Valve Timing Marks of a Six Cylinder Engine. Meshing of Timing Gears on 
a “T” head Engine (Mitchell early model 6-16). 

Note—The later Mitchell timing is given in “Standard Adjustments of Leading Cars” and is an “L" head 
type engine. 






























































VALVE TIMING. 


107 


Method of Marking a Fly Wheel in Degrees. 

Although a scale is worked out on page 115 to find in inches or a frac¬ 
tion thereof just where to mark fly wheel in degrees, another method is given 
below. Suppose there are no timing marks on fly wheel and you desire to 
mark same. 

Set the engine so that the piston in No. 1 cylinder, namely 
the cylinder nearest the radiator, is at the top of its stroke. 
With the use <?f the protractor or with a square, make a mark 
at A on the rim of the flywheel, on the inner edge, which mark 
will be directly above the center of the crank shaft or piston 
is at top of its stroke. 

Then, with the protractor placed against the fly wheel so 
that the 90 degrees mark points directly toward mark A, go 
10 degrees to the right on the protractor (standing in rear 
of engine), then make a mark at B on the fly wheel. This 
mark will be 10 degrees to the right of mark A. Now turn 
the fly wheel until mark B is at top center. 

With the engine in this position mesh the timing gears so 
that the exhaust valve of No. 1 cylinder is just closing. 

It is understood that when standing behind fly wheel it 
would turn to the left or as per arrow point. Therefore, 
piston must first reach top center (A) with exhaust valve 
still open, and travel 10 degrees further to (B) before it 
closes. 


Variation of Valve Timing Marks —on fly wheel. 

Sometimes the marks may vary, for instance, instead of “1-4 UP’’ or 
“1-4 DC,” it may appear as, “T C 1-4” (top center 1-4) or “U C 1-4” (mean- 
ing upper dead center), or some similar mark meaning the same thing. 

Some manufacturers vary their marking on the rim of the fly wheel as 
follows: Inlet opens “IN-O” or “I. O.” Inlet closes “IN-C” or “I. C.” 

Exhaust opens “EX-O” or “E. O.” or “X. O.” Exhaust closes “EX C” 
or “E. C.” or “X. C.” 

If the figures 1-4 or 2-3 appear after or before the above marks, as “1-4- 
10.,” this means the number of the cylinders, as “1 and 4, inlet opens.” 

For an example of valve timing 
marks on a four cylinder engine 
fly wheel, see fig. 1—the engine 
fly wheel has upon its face, the 
following marks: 

I. 0., meaning, inlet valve opens. 

I. C., meaning, inlet valve closes. 

E. 0., meaning, exhaust valve opens. 

E. C., meaning exhaust valve closes. 

U.D.C., 1 and 4, upper dead center; cyl¬ 
inder 1 and 4. 

U.D.C., 2 and 3, upper dead center; cyl¬ 
inder 2 and 3. 

These points, marked upon the 
face of the wheel, show where the 
exhaust and inlet valves of each 
cylinder should open and close. 

Taking as a reference point the small boss marked with a cross upon cylinder 
No. 4, next to dash, this being plainly shown in the illustration, together 
with the marking on one side of the fly wheel. 

The engine cylinders are numbered 1, 2, 3 and 4. No. 1 being next to radiator, and No. 4 next 
to dash. By"referring to pages 76 and 78 of crank shafts, previously given, it will be seen that cranks 2 
and 8 and 1 and 4 are exactly 180 degrees apart. Therefore, the same marking on the fly wheel 
that serves for No. 2, also serves for No. 3, and the marking for No. 1 serves for No. 4, these pointa 
being exactly one-half revolution, or 180 degrees apart, as before mentioned. 













































108 


DYKE’S INSTRUCTION NUMBER NINE. 


i 






1. Inlet Opens. 2. Exhaust Closes. Fig. 3. Exhaust Opens. Fig. 4. Inlet Closes. 

Top Center V6 " Past Top Center “38” %" Before Bottom Center %" Past Bottom Center 

Top Center % " Past Top Center “48” 1" Before Bottom Center %" Past Bottom Center 

Figures 1, 2, 3 and 4 illustrate the valve timing of the Locomobile “38” and “48” six cylinder 
engine. The timing being given in inches. The top line is the timing of the model “38” and the 
lower line “48.” First, adjust the valve clearance by adjusting check nut on valve lifter or plunger 
until it just touches the bottom of the valve stem. The cam is then off the bottom of the plunger and 
piston No. 1 is on the top of stroke. This will give about .005 of an inch clearance. Next; the intake 
valve is set to open at the top of the stroke, therefore set the inlet cam just starting to open the inlet 
valve at this point. Next; set the exhaust valve at point just closing, when piston is down % of an 
inch from top. 

Cadillac valve timing: Open cylinder relief cocks, turn engine until valve you are timing (say 
exhaust of No. 1 right) has just seated. Turn still farther, until line marked “Ex. | S.” on fly 
wheel, is under trammel on crank case. The cam is then in correct position for that valve. 

To check inlet valve—the same procedure, but mark on fly wheel is “In | S.” (inlet seated.) 



Fig. 3.—The timing of the Hudson Super Six measured 
according to piston travel: Intake opens V(s 4 after top dead 
center; closes *%2 after bottom dead center; exhaust opens 
57 /g 4 before bottom dead center; closes after top dead 
center. 

These measurements are best for timing, but for compari¬ 
son with other engines it is better to state the valve move¬ 
ment in degrees: Intake opens 7 deg. after top dead center; 
closes approximately 42 deg. after lower dead center; exhaust 
opens about 55 deg. before dead center; closes 8 deg. after 
top dead center. 



Fig. 6.—Valve timing diagram of 
the Stutz racing engine explained on 
page 109. 

The Stutz (see diagram above) the 
exhaust opens 55° before bottom and 
closes 10° after top. Inlet opens 10° 
after top, closes 55° after bottom. 

Dusenberg racer engine: Ex. opens, 
46° before bottom, closes 8° after top 
Inlet opens 4° after top, closes 42° 
after bottom. 

The Maxwell racer engine: Ex. 
opens 69° before bottom, closes 13° 
45' after top. Inlfet opens top of dead 
center, closes 32° after bottom. 

A prominent French racing engine 
uses a valve timing of—Inlet opens 
10-12° after top, closes 45° after bot¬ 
tom. Exhaust opens 45° and closes 
18° after top. 


CHART NO. 48—Example of Valve Timing in Inches. Valve Timing of Racing Engines. 


See page 500 for Locomobile gear shift and page 362 for electric system. The 1920 Series Five Locomobile- 
botkim PenS * PaSt t0P; exhaust closes top center : exhaust opens %" before bottom; inlet closes past 














































































































































































































VALVE TIMING. 


109 



PISTON 

CONNECTING ROD 

CRANK CASE 

CRANK SHAFT 


O'l PLUG 
KOCKER ARM 


ARM OIL WICK 
VALVE STEM 
5PRINC 

CAGE 
NUT 

CAGE 

VALVE 


MANIFOLD 

AIR 
CHAMBER 


ADJUSTING BAU 
LOCK NUT 


WATER 


SPARK 


COMBUSTION 

SPACE 


PUSH 


VALVE 

PUSH ROD COVER 


CAM 


EXHAUST 

MANIfOLD 


CYLINDER 


VALVE LIFTER 


VALVE 

LIFTER GUIDE 
VALVE UFTER 
VALVE LIFTER GUIDE 


VALVE UFTER 


CAM ROLLER PIN 
CAM ROLLER 


The Euick six valves, both inlet and ex¬ 
haust .are placed in-the-head of cylinder. The 
valves are in cages and can be ground by 
compressing valve spring and lifting push- 
rod out of socket. • Loosen valve cage nut* 
and unscrew valve cage. Remove valve 
spring and after cleaning with gasoline or 
kerosene, smear the valve and its seat 
with fine emery flour and grind by turning 
back and forth on its seat until both valve 
and seat show a bright ring ^ 5 " wide all 
the way round. After grinding ( (clean 
thoroughly and adjust push-rods for clear¬ 
ance. 




Timing Buick Six, Valves-in-the-head, Operated by 
Push-Rods on the Side. 

The valve-in-the-head can be timed in just the same 
manner as timing the valves when placed on the side 

as described on page 102 , but in order to simplify the 
work, quite often, manufacturers mark the timing gears 
as described in the illustration fig. 2 . 

Timing the valves: For instance, to time the valves 
of the six cylinder Buick; the cam shaft gear which is 
marked “O” corresponds with the tooth on the crank 
shaft gear as shown in fig. 2 . 

Adjusting push-rod clearance: Turn the engine by 

hand (in a clockwise direction, looking at it from in 

front), until the line marked “1 and 6 ” on the fly 

wheel comes opposite the line on the rim of the in¬ 

spection hole. This is the firing position for cylinders 
Nos. 1 and 6 , numbering from the radiator back, and 
one or the other of these cylinders will be found to 
have both valves closed, so that both rocker arms will 
have a slight amount of play. The push-rods should 
then be adjusted from the back of the cams and while en- 
,gine is warm, so as to have .010 inch clearance between the 
end of the valve stem and the rocker arm. This is approx¬ 
imately the thickness of a sheet of heavy paper or very 
light card. Push rods for the other cylinders may be ad¬ 
justed in the same manner. One-half teaspoon full of 
kerosene inserted around valve stem once a week while 
engine is runing will keep valve from sticking in valve 
cage. 

Setting the ignition on Buick: Turn engine clock¬ 
wise, as before, until “1 and 6 ” line on fly wheel 
comes in view; continue turning slowly until line marked 
“7°” registers with indicator mark (which is approxim¬ 
ately 1 inch after dead center mark). This is the point 
to set ignition timer. Retard spark. Set breaker cam 
on timer, so lobe of cam is just commencing to sepa¬ 
rate contact points. Firing order is 1, 4, 2, 6 , 3, 5. 
Spark plug gap is adjusted .030" clearance and timer 
contacts points .018". Timer is Delco closed-circuit type, 
page 377, 378, 388. 

Timing the Stutz Racing Engine, with Valves-in- 
the-head, Operated by an Overhead Camshaft. 

An end view is shown. A brief detail of the specifi¬ 
cations are as follows: 

General: Bore, 3-fV inches; stroke, inches. Four 
cylinders with sixteen valves. 

The maximum power is obtained at a piston speed of 
3250 feet per minute which corresponds to 3000 r. p. m. 
and is about 130 h. p. 

Valves: There are two inlet and two exhaust valves 

for each cylinder, which is termed “dual” valves. The 
valves are operated by an overhead cam-shaft, which is 
operated by a chain of gears from the crank shaft gear. 


The Stutz racing engine with two inlet 
and two exhaust valves to each cylinder (4 
cylinders). Valves are in-the-head of cylin¬ 
ders and operated by an overhead cam-shaft. 
See page 108 for valve timing. 


Where four valves are used to each cylinder, they are 
known as “dual valves,” see page 927. 

The crank-shaft is ball bearing with one inch balls. 
Valve Timing, see fig. 6 page 108. 


CHART NO. 49. Timing the Valves of an Engine When Placed in the Head of Cylinders; Buick 
Six and Stutz Racing Engine as Examples. 

Chart 50 omitted, error in numbering. 
















































































































































110 


DYKE’S INSTRUCTION NUMBER NINE. 


Checking the Valve Timing. 

The purpose of checking the valves is to see if they are opening and 
closing as marked on fly wheel. 

Although it is only necessary to set the exhaust cam so exhaust valve 
will just close, on an “L” type of cylinder engine, there are other marks 


which are used for checking the timing. 



Fig. 2.—An example of valve timing marks on the 
fly wheel of a four cylinder engine. See text for 
checking valve timing from these marks. View from 

rear of engine. Note it turns to the left. 


As an example a four cylinder en¬ 
gine is used, with timing scale as 
follows: 

Dead center of cylinders 1 and 4 are marked 
on fly wheel “1-4.” 

Dead center of cylinders 2 and 3 are marked 
on fly wheel “2-3.” 

Inlet valve opens 5° past top center marked on 
fly wheel “1-4 IN. O.” 

Inlet valve closes 40° past bottom center 
marked on fly wheel “1-4 IN. 0.” 

Exhaust valve opens 40° before bottom center 
marked on fly wheel “1-4 EX. O.” 

Exhaust valve closes 7° past top center marked 
on fly wheel “1-4 EX. 0.” 

Note—the marking on illustration is merely 6* 
and 7°, the reading at end of arrow lines indi¬ 
cate the meaning. 

The same marks appear for cylinders 2 and 8. 

The lines on fly wheel indicate the points at 
which the valves open and close. 

When fly wheel is turned so that the lina 
marked “1-4” is up in line with mark on 
cylinder—No. 1 and 4 pistons are just at the 
uppermost points of their strokes or at “upper 
dead center.” When line “2-3” is up in line 
with center mark on cylinder the No. 2 and 8 
pistons are at upper dead center. 

To determine whether or not the 
valves' are properly timed, first open 
the relief cocks on top of the cylin¬ 
ders, then have some one crank the 
engine over slowly until the line 
marked “1-4” is opposite the center 
line of the cylinders. At this point 
the exhaust valve in either No. 1 or 
No. 4 cylinder should be just closed. 


If you find that the exhaust valve in No. 4 cylinder is beginning to close 
and you wish to check up the valve timing in No. 1 cylinder, turn the fly 
wheel around to the left (standing in rear of engine), one complete revolu¬ 
tion, until line “1-4” is again brought opposite the center line of the cylinder; 
then continue slowly turning the fly wheel about three-quarters of an inch 
farther to the left until the line marked “7° EX. C.” coincides with the 
center line of the cylinders. This is the point at which the exhaust valve in 
the No. 1 cylinder should just seat itself or close. 


fTo determine whether or not the valve is seated, see if tappet or push 
rod underneath the valve can be turned with the fingers. If the tappet 
turns freely, the valve is seated, but if the tappet is hard to turn, that will 
show that the valve is still being held slightly open. If this is the case, 
loosen the lock nut on the tappet screw, and turn the screw down until the 
valve has the proper clearance, then turn the lock nut dqwn tight against 
the tappet. 

When the valves are closed there should be clearance between the end 
of the valve stems and the tappet screws, of from .003 to .005 of an inch. 
This amount of clearance is necessary to allow the valve to seat tightly 
(see page 95). 


+The opening and closing time of a valve is not when the lifter begins to rise or comes to rest 
but when it makes or leaves contact—see page 94, figs. 2 and 3. 







































VALVE TIMING. 


Ill 


To check up the timing of the inlet valve in No. 1 cylinder, turn the 
fly wheel slightly to the right until the line “1-4’ 7 is in line with the center 
of the cylinders, and then turn the fly wheel about one-half an inch to the 
left until the line marked “5° IN. 0.” coincides with the center line of the 
cylinder. At this point the inlet valve should just begin to open. 

Continue turning the fly wheel half a turn to the left, stopping when the 
line marked “40° IN. C,” just to the *right of the line “2-3” comes in line 
with center of the cylinders. At this point the inlet valve should just close. 

To see if the exhaust valve in No. 1 cylinder opens at the proper time, 
revolve the fly wheel still farther to the left, and stop when the line “40° 
EX. 0,” which is the first line to the *left of the “2-3” center line, comes 
up in line with center of the cylinders. This is the point where the exhaust 
valve in No. 1 cylinder should just begin to open. The above operation com¬ 
pletes the checking of cylinder No. 1. 

$To check the timing of cylinder No. 2, turn the fly wheel until the line 
marked “2-3” is in line with the center line of the cylinders. If the exhaust 
valve in the No. 2 cylinder is closed, turn the fly wheel through one com¬ 
plete revolution, until the line “2-3” is up again; the exhaust valve in No. 

2 cylinder should then be just starting to close. Proceed now the same as in 
timing the No. 1 cylinder. The valves in cylinders No. 3 and No. 4 are timed 
in the same manner. 

Cylinders No. 1 and 4 are timed from the center line “1-4”; 5° to left 
for inlet opening and 7° for exhaust closing, and cylinders No. 2 and 3 from 
the line “2-3;” 5° to left for inlet opening and 7° for exhaust closing. 

It is advisable, when checking the 'opening and closing points of the valves with the marks on the 
fly wheel, to make a note of the variation of each of the valves from the marks in the fly wheel. 

Then, after all the valves have been checked you can compare the variations for the different 
valves and in this way determine whether the variations are due to the large time gear on the end 
of the cam shaft not being properly set with relation to the timing gear on the end of the crank¬ 
shaft, or to wear in any particular cam or valve tappet. A variation, not to exceed one-half of an 
inch either way from the lines on the fly wheel, is permissible, and will not make any material 
difference in the timing of the valves. If the variations exceed this and are uniform for the different 
valves the correction should be made by re setting the cam shaft gear. (See “setting of timing 
gears,” this page.) 

When the valves are closed there should be clearance between the end of the valve stems and 
tappet screws, of from .003 to .005 of an inch. This amount of clearance is required to allow 
the valves to seat tightly. (See “valve clearance,” pages 94 and 95.) 

The Timing Gears. 

Since the position of the cam shaft is always the same with reference to 
the pistons (because the cam shaft is always in mesh with the crank shaft 
gear), and since the cams are all integral parts of the shaft, the valve timing 
cannot change. If the gears are ever removed, they may be put back in the 
proper position by seeing that the marks on the edges of the teeth “dove¬ 
tail” together. 

If the timing of the valves of an engine is not correct, it is then necessary 
to re-mesh or re-set the timing gears. It will be necessary to place piston of 
No. 1 cylinder at top of its stroke. Then remove the gear cover and turn 
crank until the “EX. C” (exhaust closing mark of cylinder No. 1) is in line 
with center mark on t cylinder (in rear). Now remove the cam gear from its 
shaft and turn cam shaft in its direction of rotation (it is opposite from direc¬ 
tion of rotation of crank shaft), until the exhaust valve on cylinder No. 1 is 
just closing, keep the cam shaft in this position, replace the cam gear (large 
one) on the end of the cam shaft properly meshing it with the gear on the 
crank shaft. 


±On engines with unit power plants the center line instead of being on cylinder, a small hole at 
top of fly wheel case is provided so line and figures on fiy wheel can be seen through hole, see page 120. 

+Tke opening and closing time of a valve is not when the lifter begins to rise or comes to rest, 
but when it makes or leaves contact—see page 94. 

♦When “2-3” fly wheel mark is at top this marking would be at the right of 2-3. Below, as 
it is now in illustration, it is to the left. 


i wii 


112 


DYKE’S INSTRUCTION NUMBER NINE. 


When the gears are originally in¬ 
stalled at the factory, there are usually 
marks stamped on the small crank shaft 
gear, for instance, a letter “ 0 ” or “ C, ” 
or figures 1 or 2,and a similar mark is 
stamped between the two teeth of the 
larger cam gear with which it meshes. 
At this point the valves are supposed to 
be correctly timed. 

If you find that the marked teeth do 
not come together; do not jump at the 
conclusion that the gears are improper¬ 
ly set, but first verify the setting by 
checking the timing of the valves with 
marks on,the fiy wheel. 

Remarks on the Relation of Timing Gears to Valve Timing. 

After your engine has been overhauled a few times the cam shaft gear will have 
developed a dozen or more meshing marks; each workman having added a few mark* 
that may or may not be right and changed a few that were right until finally it is hope¬ 
less to match any of them. 

This need not seriously inconvenience you, for if you understand valve timing, you 
can forget the gear marks and work entirely from the fly wheel marks. 

A “trammel” is a stationary starting point to base all your work from (see fig. 3, 
page 102). The trammel generally is directly over or in front of the fly wheel, but may 
be located elsewhere if some careless workman has removed your fly wheel and replaced it 
in a different position (flange connection or a new fly wheel with key in wrong place); 
the trammel should be shifted until it registers properly when the cylinder indicated is 
at top center. 

Check up the top center mark by making sure that the piston in the cylinder in¬ 
dicated is exactly at top center and that the trammel registers exactly in line. 

Now that you are certain of the trammel, move the fly wheel in the direction it 
should travel( generally counter clock if fly wheel is between you and the cyinders) until 
the mark I. 0. (intake opening) No. 1 and No. 4 registers with the trammel. Leave 
the fly wheel alone now and turn the cam shaft until the nose of the inlet cam on No. 
1 cylinder is down. Adjust the air gap for post card distance Turn the cam shaft in 
the direction of its travel until the air gap is gone and any further movement would 
start to lift the valves. Put on the cam shaft gear, being careful to not move either 
the cam shaft or the crank shaft. Have the gear key in place but don't permanently 
fasten the gear yet. 

Turn the fly wheel in its proper direction and check up the intake closing. If 
both opening and closing of this valve are right, it means that the cam shaft and air 
gap are correct and the gear can be permanently fastened. 

If the valve opens on time but closes at the wrong time it means that both the 
cam shaft and air gap are wrong. If the valve closes too soon the air gap is too large and 
doesn't hold the valve open long enough. If the valve closes late, the air gap is too small 
and holds the valve open too long. (See page 95.) 

Make a mark with a lead pencil or chalk on the fly wheel, midway between the 
actual closing and the proper closing. Turn the fly wheel to this new mark and ad¬ 
just the tappet to correspond. The tappet must be just barely in contact with the valve 
gtem. The air gap is now O. K., but the cam shaft is still out of time. 

Turn the fly wheel back to the opening mark and remove the gear. Turn the 
cam shaft until the air gap is gone, replace the gear and check up the closing. The 
cam shaft and air gap are now correct and the remaining tappets are adjusted after 
registering each mark with the trammel. Don't use a sheet of paper or post card to 
measure with. Turn the fly wheel and adjust each tappet by the fly wheel marks. 

If the valve opens a certain number of degrees early and closes the same number 
of degrees late, the cam shaft is right but the air gap is wrong. 

If a valve opens a certain number of degrees early and closes the same number of 
degrees early, the air gap is right but the cam shaft is wrong. 

Make a habit of checking up this air gap at least once a month, especially if you 
have fibre inserts or any other noise silemcers. Use the fly wheel marks. 

After the valves have been ground or new valves put in—check up. Don’t let 
your engine overheat or lose power through the fault of the air gap. 

♦To assemble timing gears on the Dodge; turn crankshaft clockwise until top of No. 4 piston is 
%" (or 5°) below top of cylinder, on compression stroke. Then rotate cam shaft counter-clockwise 
until No. 3 exhaust valve is ready to open. The crankshaft and cam shaft gear should then be meshed 
so that the single punch mark in the latter is between the two on the former. 



Fig. 1. —Note meshing of crank shaft gear mark 
(1) between the two teeth on cam shaft gear 
mark (1). This is the Overland model 85. 
Note the cam shaft turns in opposite direction 
to crank shaft when the crank shaft gear drives 
the cam shaft gear without using an idler gear. 












VALVE TIMING. 


113 


Where silent chains and sprockets are used instead of gears —the pro¬ 
cedure is similar, except the cam shaft revolves in opposite direction. 



Now turn the magneto shaft until the distributor makes contact with No. 1 brush, 
the lower right-hand one. Mark 2 on the magneto sprocket should now be opposite mark 
2 on the cam shaft sprocket. 


fWrap the chain around the sprockets and fasten the master link. The parts should 
now operate in their correct relation, (see also page 648.) 

Notes relative to gears: To' reach the gears it is usually necessary to remove radiator, then 
the starting crank stud, then fan, fan pully and gear housing cover. When replacing be sure the 
gasket of housing is in good condition. The gears are usually keyed and locked in place by a nut 
on end of shaft. On most gears there are two holes for a “gear puller’’ (see index), which is 
used to draw off the gear. Should it be necessary to remove the cam shaft sprocket from the huh, 
see that it is replaced with the tooth marked “C’’ directly opposite the keyway. 


Valve Timing of a 6 Cylinder Engine. 

The process is identical with that of a 4 cylinder engine. If all valves 
are on one side, it is only necessary to time the exhaust valve closing of 
cylinder No. 1. See page 106 for an example 

The timing of a six cylinder engine in ^inches instead of degrees is 
shown below. Also see page 109. 


Example of Valve Checking on a 6 Cylinder Engine. 

As an additional check, use may be made of the fly wheel markings, as 


follows: 



Remove the top cover and twirl between the 
fingers tho long aluminum push rod (for the No. 1 
intake valve— the second rod from the front) while 
someone slowly turns the starting crank. Stop the 
engine at the exact point when the push rod is no 
longer free to turn and note the markings on the 
fly wheel. If the engine is properly timed, the line 
marked “IN-OP” near “TO l-|-6” will be di¬ 
rectly under the pointer. The exhaust valve is 
tested in the same way, except that the mark 
“EX-CL” is used to show the point at which the 
exhaust valve closes. The point at which the in¬ 
take closes and that at which the exhaust opens 
are not shown, as, if the other markings for the 
same valve are correct, these are sure to be. The 
marks “TO l-|-6,” “TO 2-|-5” and “TO 3-|-4” 
designate the top centers of the several cylinders 
and the timing of each starting from the proper 
top center is similar to that for No. 1 described 
above. The marks “IN-OP” and “EX-CL” each refer to the cylinders whose “TO” 
is nearest. Valve clearance on the Marmon is .003. 


Fig. 3.—Marks on fly wheel of the 
Marmon 34. 


*See page 115 for conversion of degrees into inches. *See index for valve timing of a 12 cylin 
der “V’’ engine. tSee index for “repairing silent chains.’’ 



















114 


DYKE’S INSTRUCTION NUMBER NINE. 



Top 

Piston 

Center 


Fig. 4.—Showing the purpose 
of on “indicator” or “tram¬ 
mel” as applied to a 6 cylinder 
engine. 


Valve Timing “Indicator” or “Trammel.” 

A trammel or indicator is a stationary starting 
point to base all work from. It is sometimes at¬ 
tached to the base of a cylinder or other point, in¬ 
stead of a center line on cylinder. It is usually 
directly over, or in front, of the fly wheel, as per 
fig. 4 (fly wheel indicator.) 

Example of 6 cyl. engine timing: inlet opens 
and exhaust closing at the same time, or on “top.” 

When the long mark 1-6 is in line with “indicator” on 
crank case, pistons number one and six are at their highest 
points or upper dead center. After turning fly wheel to this 
mark, then turn the fly wheel to the left (when behind it) 
until the small dot mark is under indicator. This is the point 
(15°) to set exhaust valve just closed. Therefore it is plain 
to see that setting the exhaust valve just closing on a 6 cyl¬ 
inder engine with valves on the side, is all that is necessary. 



Fig. 3.—Average valve timing diagrams. 


Average Valve Timing. 

There is very little difference between the average timing of the four and the six 
cylinder engine. On the six, the average inlet opening is 10.7 degrees past top center and 
closing point 37.6 degrees past bottom center. On the four the average for inlet opening 
is 11.1 after top center and closing point 36.8 degrees after bottom center. The small 
difference would hardly be noticeable. 

The exhaust on the average six opens 46 degrees before bottom center and the 
four 46.3. The closing point of sixes average 7 degrees after top, and the four 
7.7. Therefore, there is very little difference. 

On an average of engines, the intake remains open for a period of 205.8 de¬ 
grees, and the exhaust remains open for a period of 233.4 degrees. For an example, see 
chart 46, page 100, showing how long the valves remain open, or the period of travel. 
See page 542 for, “setting valves of an engine where timing is not known.” 

To Find Position of Piston. 

To find the top or bottom position of piston, see pages 320, 312. 

The best procedure is to calculate the degrees from the center marks on the fly wheel, which 
are nearly always present either as punch marks, letters, or a simple line filed across the rim. If one 
person feels the tappet head of the valve which is being checked, while another slowly pulls the 
fly wheel round in its proper direction of motion, the precise moment at which the valve commences 
to lift can readily be determined by the binding of the tappet head against the stem of the valve. 

Converting inches into degrees:—If the circumference of the fly wheel be then measured in 
inches by a tape line or its diameter be ascertained and multiplied by three and one-seventh (which 
amounts to the same thing), the proportion of this measurement to the distance on the rim of the 
center mark from the perpendicular position will give the degrees of advance or retard. 

Suppose for instance, we find that the exhaust valve just closes when the top center mark is 2 
inches past the central line in the direction of rotation and that the circumference of the fly wheel 
is 60 inches. Now there are 360 degrees in a circle, and therefore by the simple process of multi¬ 
plying this figure by 2 and dividing the result by 60 we get the answer 12 degrees, which is of 
course the number of degrees represented by 2 inches. Also see page 115 for converting degrees 
into inches. 

Valve timing on Dodge; first see that valve lifter or tappets are properly adjusted, which is 
.003 clearance for inlet and .004 for exhaust. Then turn crank shaft clockwise until top of piston 
No. 1 is 1-16 inch above top of cylinder on exhaust stroke. Turn cam shaft clockwise until No. 1 
exhaust valve is just fully closed. Gears are then meshed. Dodge inlet opens 10° after top and 
closes 35° after bottom; exhaust opens 45° before bottom and closes 8° after top. Flywheel is 
16 %" dia. for cars using cone clutch and 15%" dia. for cars using the disk clutch. A degree on 
larger wheel spans a distance of 0.1418" and smaller wheel 0.1353". See page 542 for dia. of valves. 

































VALVE TIMING 


115 


Diam . 

WHEEL 

Circum . 

1 “ 

2 ° 

3 ° 

4 ° 

5 ° 

6 ° 

4 

8 * 

9* 

10° 

CO * 

30* 

40’ 

50 * 

12 

37.699 

.10 

.21 

.31 

.42 

.52 

63 

73 

84 

94 

l 05 

2 09 

3 14 

4 19 

5 24 

1/4 

38.485 

.11 

.21 

.32 

.43 

.53 

.64 

75 

80 

96 

1 07 

2 14 

3 20 

4 27 

5 34 

1/2 

39.270 

.11 

.22 

.33 

.44 

.55 

66 

77 

87 

98 

1 09 

2 IS 

3 27 

4 36 

5 46 

3/4 

40.055 

.11 

.22 

.33 

45 

.56 

.67 

78 

89 

1.00 

1 11 

2.22 

3 33 

4 45 

5 56 

13 

40.841 

.11 

.23 

.34 

.45 

.57 

.68 

79 

91 

1.02 

1 13 

2 26 

3 40 

4.54 

5 67 

1/4 

41.626 

.12 

.23 

.35 

.46 

.58 

.69 

81 

93 

1.04 

. 1.16 

2.31 

3.47 

4.63 

5 78 

1/2 

42.412 

.12 

.24 

.35 

.47 

.59 

.71 

82 

94 

1.06 

1.18 

2.35 

3.53 

4 71 

5 89 

3/4 

43.197 

.12 

.24 

.36 

.48 

.60 

.72 

84 

96 

1 08 

1 20 

2 40 

3.60 

4 SO 

6 00 

14 

43.982 

.12 

.24 

.37 

.49 

.61 

73 

86 

.98 

1.10 

1.22 

2 44 

3.66 

4.89 

6.10 

1/4 

44.768 

12 

.25 

.37 

.50 

.62 

.75 

87 

99 

1 12 

1.24 

2.48 

3.73 

4.9S 

6.21 

1/2 

45.553 

.13 

.25 

.38 

.51 

.63 

.76 

89 

1.01 

1 14 

1.27 

2 53 

3.80 

5.07 

6.34 

3/4 

46.338 

13 

.26 

39 

.51 

.64 

.77 

90 

1 03 

1.16 

1.29 

2.57 

3.86 

5 15 

6.44 

15 

47.124 

.13 

.26 

.39 

.52 

.65 

79 

.92 

1 05 

1.18 

1.31 

2 62 

3.93 

5.25 

6.55 

1/4 

47.909 

.13 

.27 

.40 

.53 

66 

.80 

93 

1.06 

1.20 

1.33 

2.66 

3.99 

5.31 

6.65 

1/2 

48.695 

.14 

.27 

.41 

.54 

.68 

.81 

95 

1.08 

J .22 

1 35 

2.70 

4.05 

5 40 

6.76 

3/4 

49.480 

.14 

.27 

.41 

.55 

.69 

.82 

96 

1 10 

1.24 

1.37 

2.75 

4.12 

5.49 

6 . S 7 

16 

50.265 

.14 

.28 

.42 

.56 

70 

84 

9 S 

1 11 

1 26 

1.40 

2.79 

4.19 

5.59 

6 98 

1/4 

51.051 

.14 

.28 

.43 

.57 

71 

85 

99 

1.13 

1 28 

1.42 

2.84 

4.25 

5.68 

7.10 

1/2 

51.836 

.14 

.29 

.43 

.58 

72 

86 

1 01 

1 15 

1.29 

1.44 

2.88 

4.31 

5.76 

7 20 

3/4 

52.622 

.15 

.29 

.44 

.59 

‘73 

S 8 

1 02 

1 ' 17 

1.31 

1.46 

2.92 

4.38 

5.S5 

7.30 

17 

53.407 

.15 

.30 

.44 

.59 

74 

, S 9 

1.04 

1 18 

1.33 

1.48 

2.96 

4.44 

5 93 

7 40 

1/4 

54.192 

.15 

.30 

.45 

.60 

.75 

.90 

1.05 

1.20 

1.35 

1.50 

3.00 

4.51 

6 02 

7.53 

1/2 

54.978 

.15 

.31 

.46 

.61 

.76 

.92 

1.07 

1.22 

1.37 

1.53 

3.05 

4 . 5 S 

6.11 

7.65 

3/4 

55.763 

15 

.31 

.46 

.62 

.77 

.93 

1.08 

1.24 

1.39 

1.55 

3.10 

4.65 

6.20 

7.75 

18 

56.549 

.16 

.31 

.47 

.63 

.79 

94 

1.10 

1.25 

1.41 

1.57 

3.14 

4.71 

6.29 

7.85 

1/4 

57.334 

.16 

.32 

.48 

.64 

.80 

.95 

1.11 

1.27 

1.43 

1.59 

3.18 

4.77 

6.37 

7.95 

1/2 

58.119 

.16 

.32 

.48 

.65 

.81 

.97 

1.13 

1.29 

1.45 

1.61 

3.23 

4.84 

6.45 

S 07 

3/4 

58.905 

16 

.33 

.49 

.65 

.82 

.98 

1.14 

1.31 

1.47 

1.63 

3 26 

4.90 

6.54 

8 18 

19 

59.690 

.17 

133 

.50 

.66 

.83 

.99 

1.16 

1.32 

1.49 

1.66 

3.32 

4.97 

6 63 

8.30 

1/4 

60.476 

.17 

.34 

.50 

.67 

.84 

1.01 

1.17 

1.34 

1.51 

1 . 6 S 

3.36 

5.04 

6.71 

8.40 

1/2 

61.261 

.17 

.34 

.51 

.68 

.85 

1.02 

1.19 

1.36 

1.53 

1.70 

3.40 

5.10 

6.80 

8.51 

3/4 

62.046 

.17 

.34 

.52 

.69 

.86 

1.03 

1.21 

1.38 

1.55 

1.72 

3.45 

5 17 

6.90 

S .62 

20 

62.832 

;17 

.35 

.52 

,7° 

.88 

1.05 

1.22 

1.39 

1.57 

1.74 

3.48 

5.24 

6.98 

8.73 

1/4 

63.617 

.18 

.35 

.53 

.71 

.89 

1.06 

1.24 

1.41 

1.59 

1.77 

3.54 

5.31 

7 07 

8.85 

1/2 

64.403 

.18 

.36 

.54 

.72 

.90 

1.07 

1.25 

1.43 

1.61 

1.79 

3.56 

5.37 

7.15 

8.95 

3/4 

65.188 

.18 

36 

.54 

.72 

.91 

1.09 

1.27 

1.45 

1.63 

1.81 

3.62 

5.44 

7.25 

9 05 

21 

65.973 

.18 

.37 

.55 

.73 

.92 

1.10 

1.28 

1.47 

1.65 

1.83 

3.66 

5 50 

7.33 

9.15 

1/4 

66.759 

.19 

.37 

.56 

.74 

.93 

1.11 

1.30 

1.48 

1.67 

1.85 

3.70 

5.56 

7.41 

9 26 

1/2 

67.544 

.19 

.38 

.56 

.75 

.94 

1.12 

1.31 

1.50 

1.69 

1.88 

3.75 

5.63 

7.50 

9.38 

3/4 

68.330 

.19 

.38 

.57 

.76 

.95 

1.14 

1.33 

1.52 

1.71 

1.90 

3.79 

5.69 

7.59 

9.49 

22 

69.115 

.19 

.38 

.58 

.77 

.96 

1.15 

1.34 

1.53 

1.73 

1.92 

3.84 

5.75 

7.68 

9.60 

1/4 

69.900 

.19 

.39 

.58 

.78 

.97 

1.16 

1.36 

1.55 

1.75 

1.94 

3.88 

5.82 

7.76 

9.70 

1/2 

70.686 

.20 

.39 

.59 

.79 

.98 

1.18 

1.37 

1.57 

1.77 

1.96 

3.93 

5.88 

7.85 

9.82 

3/4 

71.471 

.20 

40 

.60 

.79 

.99 

1.19 

1.39 

1.59 

1.79 

1.98 

3.96 

5.95 

7.94 

9.92 

23 

72.257 

.20 

.40 

.60 

.80 

1.00 

1.20 

1.40 

1.61 

1.81 

2.01 

4.02 

6.02 

8.03 

10.03 

1/4 

73.042 

.20 

.41 

.61 

.81 

1.01 

1.22 

1.42 

1.62 

1.82 

2.03 

4.06 

6.09 

8.13 

10 13 

1/2 

73.827 

.20 

.41 

.61 

.82 

1.02 

1.23 

1.43 

1.64 

1.84 

2.05 

4.10 

6.15 

8.21 

10.23 

3/4 

74.613 

.21 

.41 

.62 

.83 

1.04 

1.24 

1.45 

1.66 

1.86 

2.07 

4.15 

6.22 

8.30 

10.35 

24 

75.398 

.21 

.42 

.63 

.84 

1.05 

1.26 

1.46 

1.67 

1.88 

2.09 

4 19 

6.28 

8.38 

10 45 


Conversion Table, Hundredths of an Inch to Sixty-Fourths 



This table is provided for converting degrees into inches. For instance; if a certain engine is to be 
timed when inlet opens, say 10° after top of stroke, and there are no marks on fly wheel to indicate this 
position, by referring to this table the distance in inches to measure on fly wheel from upper dead center 

mark can be found. . , - .. _ . , „ - .. _ . , 

It will be necessary however, to know the diameter of the fly wheel. Suppose fly wheel was 17 inches; 
refer to first column and find 17, then go out to column under 10° and you have 1.48 (one and forty-eight 
hundreths of an inch). This would represent the distance to measure for the inlet opening mark on fly 
wheel 

Forty-eight hundreths (.48) is not so easy to measure on the rule, therefore refer to table below to .48 
and note it is equal to 31/64 of an inch. Therefore we would have 1 31/64 of an inch. 

Another Example: What would 2%° represent in inches on a 17 inch fly wheel? Procedure: find 
17, go out to column under 2* and we Bud .30. Put this down Now refer back under column headed 1" 
and we find .15. One-half of this one degree would be .075 This added to .30 equals .375 Refer to table 

below and note .37 5 equals % of au i n ch. __ 

n n a rt NO. 51 _Table to Convert Degrees into Inches. Fractions of Hundredths into Sixty- 

fourths of an inch. (From Horseless Age) 
























































































DYKE’S INSTRUCTION NUMBER TEN. 


11B 



Fig. 1. Four Cylinder Engine: crank shaft set 
at 100 degrees. Power stroke every half revolution. 


Note the shape of crank shaft has an important 
bearing on the firing order. The actual firing order 
is governed by the relative position of the cams. 

If piston No. 1 is going down say on power. 
No. 2 must be coming up on either compression 
or exhaust. If coming up on compression it would 
fire next. No. 3 would tlien be coming up on ex¬ 
haust and No. 4 suction. Therefore the firing order 
would be 1, 2, 4, 3 (see lower table, bottom of 
page). 

If No. 1 was going down on power and No. 2 
coming up on exhaust, then No. 3 would be coming 
up on compression and would fire next. Therefore 
the firing order would be, 1, 3, 4, 2. 

Remember that the two down strokes are, suction 
and power. The two up strokes are, compression 
and exhaust. Each piston must be doing one of the 
four, du-ring each of the four strokes or two revolu¬ 
tions. 

The change of firing is accomplished by the 
movement of cams on the cam shaft. The cams on 
cylinder No. 2 and 3 being the only two affected. 
See below. 


If piston No. 1 
goes down on 
power stroke. 


Piston No. 2 
would be coining 
up on exhaust 
stroke if firing or¬ 
der is 1, 3, 4, 2. 
or 

Compression stroke 
if firing order is 
1, 2, 4, 3. 


Piston No. 3 

would be coming 
up on compression 
if firing order is 
1, 3, 4, 2. 

or 

Exhaust if 
order is 
4, 3. 


Cylinder No. 4 

would be going 
down on suction 
on either firing 
order. 


CYL. 

I 

EXHAUST 

VALVE 


POSITION 

OF CAMS. 


FIRING 

ORDER 

firing- 

order 


Fig. 2.—Relative position of cams and pistons when No. 1 piston is ready to start down on power 
■troke. The upper row of cams show position of cams when the firing order is 1, 3, 4, 2. 

Note: Cam shaft operated by gears (and not having an idler), turn in opposite direction to crank 
■haft and just once to the crank shaft twice. • 


When 

No. 

1 

Piston 

is 

No. 

2 

Piston 

is 

No 

4 

Piston 

is 

No. 

3 

Piston 

is 

STARTING 
DOWN ON 
FIRING OR 
POWER 
STROKE 

Just 
starting 
up on 

COMPRES¬ 

SION 

Just 
starting 
down on 
SUCTION 

JU8t 
starting 
up on 
EXHAUST 

Just 
starting 
up on 

EXHAUST 

TOP ON 
FIRING 
STROKE 

Just 

starting 

up*on 

COMPRES¬ 

SION 

Just 
starting 
down on 
SUCTION 

Just 
starting 
down on 
SUCTION 

Just 
starting 
up OP 

EXHAUST 

TOP ON 
FIRING 
STROKE 

Just 
starting 
up on 

COMPRES¬ 

SION 

Just 
starting 
-up on 
COMPRES- 

Juit 
starting 
down on 
SUCTION 

Just 
starting 
up on 

EXHAUST 

TOP ON 
FIRING 
STROKE 


The lower row of cams show 
position when the firing order 
is 1, 2, 4, 3. 

Referring to fig. 5, page 58, 
note numbers on cam denote 
position. Each stroke of the 
piston, or half revolution of 
crank, the cams travel 90 de 
grees or ^ of a revolution. 

HOW THIS FOUR CYLIN¬ 
DER ENGINE FIRES 4 times 
during two revolutions of the 
crank shaft or four strokes of 
the piston. Fires 1, 2, 4, 3; 
diagram to the left, and 1, 8, 
4, 2; diagram to the right. 

It will be noticed that to 
change from one firing order 
to another, merely the cams on 
valves of cylinders 2 and 3 are 
changed. (Also the ignition 
wires.) 


When 

No. 

1 

Piston 

is 

No. 

3 

Piston 

is 

No 

4 

Piston 

' is 

No. 

2 

Piston 

is 

STARTING 

Just 

Just 

Just 

DOWN ON 

starting 

starting 

starting 

FIRING OR 

up OD 

down on 

up on 

POWER 

STROKE 

COMPRES¬ 

SION 

8UCTION 

EXHAUST 

Just 

TOP ON 

Just 

Just 

starting 

FIRING 

starting 

starting 

up on 

EXHAU8T 

STROKE 

up on 

COMPRES¬ 

SION 

down on 
8UCTION 

Just 

Just 

TOP ON 

Just 

starting 

starting 

FIRING 

starting 

down on 
8UCTION 

up on 

EXHAUST 

STROKE 

np on 
COMPRES 
8ION 

Just 

Just 

Just 

TOP ON 

starting 

starting 

starting 

FIRING 

up on 

COMPRES- 

down on 
SUCTION 

up on 

EXHAUST 

STROKE 



CHABT NO. 53 —Firing Order of a Four Cylinder Four Cycle Engine. Relative Cam Movement to 
Crank Movement. (See charts 55, 62 and 65, for explanation of firing order of a Six, 
Eight and Twelve (twin six) cylinder engine.) 

How to tell firing order of engine by position of cams; see page 120. 

Chart 52 on page 11*8. 









































































































































































FIRING ORDER. 


117 


INSTRUCTION No. 10. 

FIRING ORDER: One, Two, Three and Four Cylinder Engines. 

fFiring’ Order of One and Two Cylinder Engines. 

There are four strokes to two revolutions of the crank to complete a 
cycle operation, as explained in chart 29. 

A stroke of the piston means a travel from top to bottom or bottom to 
top, or 180 degrees movement, or one-half of a revolution of the crank 

shaft. 

There is but one power stroke during the four strokes, or two revolu¬ 
tions of the crank shaft. Also note that the power stroke is a very short 
one ; owing to the fact that the exhaust valve starts to open considerably be¬ 
fore piston reaches bottom of its stroke. If the exhaust valve should open 46 
degrees before bottom, then the travel on power stroke would be but 134 
degrees instead of 180 degrees. 

Therefore, if there is but one power stroke to two revolutions of the 
crank shaft, we would have only 134 degrees out of the two revolutions, 
(or 720 degrees travel of crank) on which there is power. (See chart 46.) 

In an engine with one cylinder (fig. 1, chart 52), there is an explosion once during 
every two revolutions of the crank shaft, or in other words, there is one stroke of the 
piston when power is being developed, and three when there is no power, the piston 
then being moved by the momentum of the fly wheel. 

As the piston must be carried through the three dead strokes, it is necessary to use 
a heavy fly wheel, so that when it is started it will continue to revolve for a sufficient 

time to move the piston until the next power stroke. 

There is vibration from a one cylinder engine on this account for the weight of 
the piston sliding first one way and then the other has nothing to balance it. 

It can be balanced to some extent by attaching a weight called a 11 counter balance,” 
(fig- 12, chart 36), to the crank shaft opposite to the crank pin, in the same manner that 
the wheels of a locomotive are balanced, but even so there is vibration owing t® power 
stroke at intervals. 

An engine with two cylinders: one piston can be arranged to slide inward as the 
other slides outward, so that one balances the other, as in fig. 4, page 118. This type of 
engine is called an opposed type of engine. Cylinders are set 180 degrees apart, also 
crank shaft. When one piston starts down on power stroke, the other would start 

down on suction, therefore referring to the scale under fig. 4, note there would be a 

firing impluse at each revolution of the crank shaft or every 360°. There is still 
vibration, however, as the power stroke is not continuous. 

The two types of twin vertical cylinder engines, figs. 2 and 3, page 118, are ex¬ 
plained in text matter in the chart. Fig. 2 would cause considerable vibration, as 

would also fig. 3. 

The fly wheel of a two cylinder engine need not be as heavy as that of an engine 

with one cylinder, because it is required to carry the piston through only one dead 

stroke before another power stroke occurs. On 6, 8 and 12 cylinder engines, the fly 
wheel is very small in diameter. 

The more cylinders an engine has, the more steadily it may run, for the explosions 
may be arranged to follow one another so closely that there is no moment when one of 
the pistons is not on the power stroke. 

**Firing Order of a Three Cylinder Engine. 

Three cylinder engine fires 1, 3, 2 from front of engine or 1, 2, 3 if from rear. 

The action of the firing of a three cylinder engine is this: Taking three points of 
the circle (see page 119.) A at the top, B and C on each side below, the piston of No. 1 
cylinder is connected with a crank at A, to No. 2 cylinder at B and to No. 3 cylinder at C. 


tSee pages 122, 131, 135, for firing order of 6, 8 and 12 cylinder engines. 

**Based on exhaust interval being equal to 180 degrees travel. In actual practice it is more 

See page 100. 


118 


DYKE’S INSTRUCTION NUMBER TEN. 




Firing Order of One, Two and Three Cylinder Engines. 

Fig. 1—Single cylinder engine, with crankshaft set at 360°: There are four strokes of 180° on 
all four cycle engines, therefore, there would be two revolutions of 360° each, or 720° travel of crank. 
If the firing stroke started on top and traveled to within 46° of bottom when exhaust opened, there 
would be but 134° of the 720° on which the piston traveled on power. 

There is one power stroke (firing impulse), every two revolutions of the crankshaft on one cylinder, 
four cycle engines—see diagram fig. 1, below. 

Single cylinder engines usually have counter-weights on the crank arms or fly wheel to counter-bal¬ 
ance same. 

Fig. 2—Two cylinder vertical engine with a 360° crankshaft: If piston of No. 1 cylinder is on 
power (P), No. 2 would be on suction (S)—see diagram below—therefore we would get an even 
firing impulse, or one during each revolution. But as both pistons are moving together, there would 
be considerable vibration, as both are on top or bottom at the same time. Counter weights are also 
used on the crankshaft of this type of engine in order to counter-balance. 

Fig. 3—Two cylinder vertical engine with a 180° crankshaft: There are two firing orders of this 

engine, both of which would cause vibration. Refer to diagram and note first one. If No. 1 is on 

power (P), No. 2, would be coming up on compression (C), and would fire next. Therefore, there 
would be two firing or power impulses during one revolution, and on the second revolution there would 
be no firing impulse at all. 

With the other order of firing; if No. 1 was on power (P), No. 2 would be coming up on exhaust (E), 
the crank would therefore travel 540°, or iy 2 revolutions with but one firing impulse. 

Fig. 4—Two cylinder engine with cylinders opposite and crankshaft set 180°: This type of engine 

gives a firing impulse every revolution—see diagram below—it is mechanically balanced. 



Fig. 1—One cylinder engine 
with a 360° crankshaft. 

Firing impulse every two 
revolutions — see diagram 
below. 



Fig. 2—Two cylinder ver¬ 
tical engine with a 360° 
crankshaft. 

Firing impulse every revo¬ 
lution. 


CYLINDER NO. 

/ 

/ ftevOLl/T/ON 

5 

C 

2" D fftfOLU7JON 

JL 

E 


/ 

2 

Cylinder no 

P 

S 

/ forOLUT/ON 

E 

c 

5 

p 

2 REVOLUTION 

C 

E 


P—means power stroke 
The “firing impulse, 
of power stroke. 


S—suction. C—compression. E—exhaust, 
is the time combustion takes place at beginning 




Fig. 3—Two cylinder ver¬ 
tical engine with a 180° 
crankshaft. 

Two different firing orders 
—see diagram below. 


CYLINDER NO 

/ 

2 

/ ~ Revolution 

JP 

C 

E 

P 

2 ftevoLUT/ow 

«- ~~{f Ff 

S 

£ 

c 

s 

cylinder no 

/ 

2 

/ 51 'Revolution 


E 

E 

R 

2"°Revolution 

5 

C 

C 

Z 



Fig. 5—A three-cylinder engine crank, 
set in three positions or third of a revo¬ 
lution, or 120 degrees apart. (See text 
for explanation, page 117.) 


CYLINDER NO 

/ 

2 

I S1 Revolution 

P 

S 

E 

Q 

2* c R evolution 

S 


—.... 

C 

a 


Firing impulse 
every revolu- 
t i o n. Me¬ 
chanically bal¬ 
anced. 


CHART NO. 52—Firing Order of One, Two and Three Cylinder Engines. 

Chart 54 on page 121. 


























































































































































































FIRING ORDER. 


119 


when 

imall 


—Continued from page 117. 

No. 1 cylinder will be at full compression, No. 2 cylinder at 
two-thirds inspiration, and No. 3 cylinder one-third, exhaust 240°. 

No. 1 cylinder: The crank of this performs its half revolu¬ 
tion, bringing it to position A', midway between points B and C. 

Whilst it is doing this, No. 2 cylinder is completing its inspira¬ 
tion stroke, and two-thirds of its compression stroke, and the 
crank is passed on to position B', leaving only one-third of a 
stroke to complete compression, and bring the crank to A, when tho 
firing of B commences. 

Meanwhile C is completing its exhaust and inspiration strokes, 
and has passed through two-thirds of its compression stroke, so that 
No. 2 cylinder has completed its impulse, No. 3 has but to be carried over th* 
gap by the fly wheel, which gap represents the minus lap. 



Each of the three cylinders fire once every 720° (two revolutions), or 240° apart. 

No. 1 (A) fires and moves 240 degrees, which brings No. 2 (B) in firing position. 
No. 2 (B) fires and moves 240 degrees, which brings No. 3 (C) in firing position. No. 
3 (C) fires and moves 24 0 degrees, which again brings No. 1 (A) in firing position. 


No. 1 (A) has now made two revolutions or 720 degrees, which completes the four 
cycle evolution. 

The working stroke is 134 degrees, therefore 240 degrees less 134 degrees equal* 
106 degrees, during which time no work is being done (—106° lap), that is, the fly 
wheel carries the crank 106°. 


Firing Order of a Four Cylinder Engine. 

Four cylinder engines are so arranged there is a power or firing impulse every stroke, 
or two firing impulses every revolution, one beginning as the previous one ends. 

In order to complete the four cycle evolutions of suction, compression, explosion 
and exhaust for each piston, it is necessary that each piston have four strokes. As 1 
and 4 work together and 2 and 3 work together, then four strokes; two up and two down, 
or two revolutions of the crank shaft will give the complete cycle evolution for each pis¬ 
ton, with a firing order of either 1, 2, 4, 3, or 1, 3, 4, 2. (See diagrams bottom of 
page 116.) 

The crank shaft of a four cylinder four cycle engine is always set at 180 degrees. 
(See pages 78 and 116.) 

Note the “throws” of a four cylinder crank shaft (see fig. 1, page 116); 1 and 4 
(end cranks) are in line, and 2 and 3 (inside “throws” or cranks), are in line—there¬ 
fore 2 and 3 are one-half revolution, or 180° from 1 and 4. 

The construction of the crank shaft would not permit the firing to be 1, 2, 3, 4, be¬ 
cause, when 2 was ready to go down on power stroke, 3 would have to be coming up 

on compression, but as 3 is always the same 
position as 2, then it could not be coming up, 
as it would already be up with 2. (See fig. 
1, page 116.) 

For the reason that 1 and 4 are together 
(up or down), and 2 and 3 are together (up or 
down), the firing order must be 1, 2, 4, 3, or 
1, 3, 4, 2. (See page 116.) 

A four cylinder engine could be made to fire 
1, 2, 3, 4, by having crank shaft made as por 
fig. 2, but it would vibrate excessively on ac¬ 
count of the rocking motion of firing from 
one end to the other. Therefore the firing 
order on all engines is arranged to decrease 
vibration as much as possible. The alternate 
distribution of impulse (firing) tends to 
steady the engine, as 1, 2, 4, 3, or 1, 3, 4, 2. 

Cylinders are originally made to fire in proper order by the manufacturer, by setting 
the cams on the cam shaft (see fig. 2, page 116), and commutator or distributor wired 
to connect with the proper spark plugs (see charts 144 and 145). 

The order of firing depends on the ideas of the maker, and may be either, 1, 2, 4, 3, 
or 1 , 3, 4, 2, on a four cylinder engine. 

The eight “V” type of cylinder engine, uses a four cylinder 180 degree crank shaft 
with two connecting rods to one crank pin. See chart 36, page 78. 

The twin six or twelve “V” type engine uses a regular six cylinder crank shaft. This 
will be treated farther on, together with firing order. Also see charts 62 to 65. 


12 3 4 



Fig. 2.—Type of crank shaft which would 
permit a four cylinder engine to fire 1, 2, 3, 4, 
but is never used. 

Type in general use, see fig. 1, page 116. 




































120 


DYKE’S INSTRUCTION NUMBER TEN. 



Ex Valve Open V64 
When 1 and 4 Are Up 
And Flywheel Punch 
Marks In Line With Crank 
Case Punch Marks 


Crank Shaft 

Caution 1 Replace Cotter Pm 
Should It Be Removed 


Have 0015 Clearance 
To Be Properly Adjusted 


Shalt 


N 2 Exhaust Valve Closed 
No 2 Inlake Valve Open 
Intake Stroke 
No I Inlake Valve Closed 
N I Exhaust Valve Closed 
Compression Stroke 
At Firing Point 


Explosion Stroke 
N 5 Exhaust Valve Open 
No 3 Intake Valve Closed 

Exhaust Stroke 
^-No 4 Intake Valve Closed 
N 4£xhaust Valve Open 


Fig. 3: Illustration showing how the cam shaft with its cams are driven by a silent 
chain sprocket. Also note the mark on fly wheel in line with punch mark on crank case 
when pistons 1 and 4 are on upper dead center which they are now, pistons 2 and 3 are on 
lower dead center. (No. 1 is next to timing gears) at this point, the setting of valves and 
gears are determined. 

For instance, if the exhaust must close say at 10° past upper dead center, then the fly 
wheel is revolved in the direction of rotation 10° from upper dead center. Then at this 
point the exhaust valve of No. 1 cylinder should just close. This is sufficient as all other 
valves will be timed to open and close at the correct time. 

If the exhaust did not close at 10° past dead center, then it is either because the 
clearance of the exhaust valve tappet is set too close and holds the valve open too long, 
or the cam shaft gear is not meshed properly. (See pages 102 and 112.) 

The firing order of above engine can be determined by observing the position of the 
pistons and valves: Exhaust and inlet of No. 1 are closed; piston of No. 1 cylinder is 
at top of compression and -will go down on power stroke. Piston of No. 2 cylinder is at 
bottom of its intake stroke and will come up on compression; inlet valve still open and 
exhaust closed. Piston of No. 3 cylinder is at bottom of its stroke and will come up on 

exhaust stroke; exhaust valve is open and intake valve is closed. Piston of No. 4 cyl¬ 

inder is at top of its stroke and will go down on suction; exhaust valve will close within 
a 10° movement of crank shaft (note exhaust cam just leaving the No. 4 exhaust valve 
tappet), and the inlet will open immediately as piston starts down. 

Now to determine the firing order: If No. 2 will come up on compression as No. 1 

piston goes down, and if the power stroke follows immediately after the compression 
stroke, then No. 2 will fire next. Therefore firing order must be 1, 2, 4, 3. The only 
other firing order it could possibly have, would be 1, 3, 4, 2—but this is impossible because 
No. 3’s exhaust valve is open and it will come up on exhaust, then after exhaust comes 
suction. No. 3 has just fired, therefore No. 1 will fire next. 

A quick way to determine firing order of a four cylinder engine: when nose of first 
and third cam (inlet or exhaust) are on opposite sides of a shaft; engine fires 1 , 2, 4, 3. 
When first and third cams are on the same side of shaft; firing order is 1, 3, 4, 2. 

Note—Cara shafts operated by silent chains and sprockets turn in the same direction as the 
crank shaft and just once to the crank twice. 

Cams in fig. 2, page 116 are made to open and close exactly on a stroke of the piston or 180° 
movement of crank, which is unusual in actual practice. 

On above engine, fig. 3, the cams are set as in actual practices for instance, the above valves 
open and close as follows: Exhaust closes 10 degrees after top. Inlet opens 6 degrees after top. 
Exhaust opens 50 degrees before piston is at bottom dead center. Inlet closes 40 degrees after 
bottom dead center. The bore of cylinders is 3 % inches diameter and the stroke of piston is 4 Vi inches. 

The make of above engine is the Golden Eelknap and Swartz Co.’s, model E-M 31, four cylinder 
side valve detachable head engine. Horse power is 22% at 935 feet of piston speed per minute. 
Produces 36.9 h. p. at 2,800 r. p. m. on actual brake test and 31.9 h. p. at 2,000 r. p. m. 
















SIX CYLINDER ENGINES. 


121 



■Clutch \ 

Sr . \ 
fly Wheel 
Inside t 

\ M\ i 


Wafer Outlet 


I Clutch' 
Housing 


Fly Wheel 


CHART NO. 54—Right and Left Side View of a Modem Six Cylinder Automobile Engine. (The 
Baynes). 


Lower Hart 

\ Crank Ca$ 


piC> 3 


Note the cams on this the “L” type engine are all on one cam shaft. Gam gear meshes with 
gear on crank shaft. Note: “upper part crank case,’’ now known as “crank case.’’ “Lower part 
rank case,’’ now known as “oil pan.’’, 






























































































































































































































































































122 


DYKE’S INSTRUCTION NUMBER ELEVEN. 






i 

4' 

3 


\l 

< \i 

1 

1 








•*» /\ 


Fig. 1. A six-cylinder engine with seven bearings to the crankshaft 
and cylinders cast in two blocks of three. 

Fig. 1. Note piston and crank 1 and 6 are in line with each 
other. Also 3 and 4 and 2 and 5. An end view is shown in fig. 2. 
Firing order of above is 1, 5, 3, 6, 2, 4. No. 5 has just fired. No. 3 
will fire next, then 6, 2, 4—see illustration, fig. 2, for explanation. 

Bearings on the six cylin¬ 
der crank shaft are usually 
three, as per fig. 5, below. 

Sometimes seven bearings 
are used as illustrated in 
figs. 1 and 4. 

The right and left hand 
_. . _ , , , , , , crank shaft, referred to on 

Fig. 3. Counter balance weights page 123 are illustrated 

applied to a six cylinder crank below, 

shaft with the result that the 
engine attains a speed of 2,500 
revolutions per minute without 
detrimental vibration. 



On« Method of Balancing a 
Ha-cyllnder thro* 

Crankshaft 


CRANK 

THROW 


Fig. 2. This is an end view 
of crank shaft in fig. 1 illustra¬ 
tion. Cylinders are in line with 
each other, when in cylinders. 

In this illustration they are sup¬ 
posed to be out of cylinders, 

hence not in line. 

The throws of a 6 cylinder crank 
are divided into three jmsitions, or 
120° apart. 

1 and 6 are always in line 

3 and 4 are always in line 

2 and 5 are always in line 

but they may be placed to the 

left or to the right as shown in 
figs. 4 and 5. 

On the above; firing order could 
be 1, 5, 3, 6, 2, 4 or 1, 2, 4, 6, 

5, 3. Assume that we are stand¬ 

ing in front of engine; No. 5 has 
just fired, No. 3 will fire next, then 

6, 2, 4. 


CRANK 

THROW. 


FIANGE 
BOLTS TO 

FLY . 



BEARING. 

/ 


Fig. 4. A right hand 6 cylinder crank shaft, is determined by noting position the center throws, 
3 and 4 are to 1 and 6. If they are to the right of 1 and 6, as shown above and as illustrated in 
fig. 1, page 124, then it would be a right hand crank (view from front). 

A right hand crank will fire 1, 5, 3, 6, 2, 4 or 1, 2, 4, 6, 5, 3. 


No. 6 Throw 
Of Crank5hafl 
Main Crank a —\_i 
r.Shaftmmgl 


NO-1 Thrvw . 

Of CrankShafi 

Main 
Bearing 

\Alo-l Q 



CRAWKSfMProU* 

X»«<V£S Cam Stiff 

<S£aa 


Fig. 5. A left hand 6 cylinder crank shaft; note 3 and 4 throws are to the left of 1 and 6 as 
illustrated, also in fig. 2, page 124. 

Therefore it would fire, 1, 4, 2, 6, 3, 5 or 1, 3, 5, 6, 4, 2. 


CHART NO. 55—Crank Shafts of a Six Cylinder Engine. 




















































































































































































































SIX CYLINDER ENGINES. 


123 


INSTRUCTION No. 11. 

SIX. EIGHT and TWELVE “V” TYPE CYLINDER EN¬ 
GINES. Rotary Valve and Rotary Cylinder Engines. Sleeve 
Valve Engine. Overhead Cam Shaft Engine. 

The Six Cylinder Engine. 

The variance in construction is principally in the addition of more cylin¬ 
ders and the shape of the crank shaft. 

The cylinders may be in “pairs” or in “triplets’’ or “in block.’ 9 The 
usual order is in two blocks, of three to a block. Cylinders on a six cylinder 
engine are usually “L” type. The cam shaft is shown in fig. 2, page 121. 

The six cylinder engine operates on the four cycle principle, the same as 
the four cylinder; in fact the general principle is used; the crank shaft must 
turn two revolutions during the cycle or four strokes. The cam shaft turns 
one revolution. The shape of the crank shaft of a six makes it possible for 
each piston to complete the four strokes—see figs. 1 and 2, chart 55; note the 
crank shaft is divided into three pairs of “throws.” Pistons 1 and 6 are in 
line; 3 and 4 are in line and 2 and 5 are in line. A “throw” on a crank shaft 
is the part to which the big end of connecting rod connects and is really 
the “crank pin.” Each pair of these crank shaft “throws” (1 & 6 & 3 & 4 
& 2 & 5) are placed 120 degrees or 1/3 the distance of a circle apart. 

There are six power impulses or explosions during two revolutions of 

. the crank shaft, therefore the magneto armature* turns 14/2 revolutions to 
one of the crank shaft. When piston, say No. 1 goes down on firing stroke, 
it must make a full stroke or 180 degrees or % of a revolution of the circle, it 
could not stop at 120—see chart 57 for explanation, also fig. 2, page 122. 

A degree is l/360th part of a circle. There are 360 degrees to a circle. 
This mark, ° which is nothing more than a small “0” to the side of a figure, 
represents degrees. For the crank shaft to make one revolution, it must 
make a complete circle or 360 degrees. Although each pair of “throws” of 
the crank shafts are placed 120 degrees apart, this would place one pair, say 
pistons 4 and 3 at A, another pair pistons say 5 and 2 at B, 6 and 1 at C. Each 
pair would be 1/3 the circle apart. 

There are two kinds of six cylinder crank shafts; left hand and right 
hand—see figs. 4 and 5, page 122. The cylinders usually ffire on a right hand 
crank 1, 5, 3, 6, 2, 4, while on a left hand the order is usually 1, 4, 2, 6, 3, 5— 
see pages 124 and 122. 

The number of bearings for the six crank shaft may be 3, or 7. Three 
bearings is the usual number. The carburetion, A six cylinder engine us¬ 
ually requires special intake pipes and double or multiple jet type of carbure¬ 
tor to meet the demand of the multiple of cylinders and distance the car- 
buretted gas must travel. The timing of six cylinder valves is identical with 
that of the four. The process is gone through with just in the same manner. 
It is only necessary to time with the exhaust valve closing on the first cylinder 
and the “L” type, and on “T” head type, with exhaust valve closing on ex¬ 
haust side and inlet opening on inlet side. 

If the reader will turn to charts 55, 56 and 57 the explanation of the six 
cylinder engine will be made more clear. 

tSee Dyke’s working model of the six cylinder engine. *If a timer and distributor, they turn 
one revolution to the cranks two, or same as the cam shaft. See index “ignition timing.” JSee foot 
note bottom of page 79. 

*See “Specifications of Leading Cars,” page 544 for cars using 6 cylinder engines. 

4;There are four standard firing orders of a six cylinder engine. Read matter under figs. 4 and 
5. page 122. 


124 


DYKE’S INSTRUCTION NUMBER ELEVEN 




P13T0N 




PISTON 


PISTON 

0 



i 

O 


o 

1 5 




A- 


' 4- 

2 



\ 

3 


i 3 




Firing Order of a 6-Cylinder 

“Right Hand” Crank. 

Fig. 1. 

Firing order 1, 5, 3. 6, 

2, 4, (could also fire 1, 2, 

4. 6. 5, 3.) 

Illustration shows pistons 
1 and 6 up. If No. 1 starts 
down on “firing,” No. 5 
would he coming up on 
compression, as it would 
fire next. No. 3 would be 
120° behind No. 5 and 
would fire next. No. 6 be¬ 
ing 120° behind No. 3, it 
would fire next, then No. 

2, then No. 4. 

To get the second firing 
order (1, 2, 4, 6, 5, 3.) 
start with No. 1, then 2, 4, 

6, 5 and 3. Note. View 
from front of engine. Al¬ 
though pistons are shown 
out of line, this is neces¬ 
sary in order for the reader 
to understand the relative 
positions, one to the other. 

W hen in cylinders they are 
all in line and the connect¬ 
ing rods are out of line. 

Firing Order of a 6-Cylinder 
“Left” Hand Crank. 

Fig. 2. 

Firing order, 1, 4, 2, 6, 3, 

5, (could fire 1, 3, 5. 6, 4. 

2). If No. 1 starts down on firing, No. 4 would fire next, then No. 2, then 6, 3 and 5 in their re¬ 
spective order. „ 

To get second firing order (1, 3, 5, 6, 4, 2.) start with No. 1, then No. 3, 5, 6, 4 and 2. Note 
view is supposed to be from the front of engine. 


HOW THE SIX CYLINDER ENGINE FIRES 
6 Tine* During Two Revolution* of the Crank Shaft, or Four Stroke* of the Piiton. 


FIRING 

ORDER 

(See Fig. 2.) 

When 

No. 

1 

Piston 

Is 

No 

4 

Piston 

Is 

No. 

2 

. Piston 

Is 

No. 

6 

Piston 

Is 

No. 

3 

Piston 

is 

No. 

S 

Piston 

is 

FIRING 

ORDER 

(8e* Fig. I.) 

When 

No. 

t 

Piston 

1* 

No. 

B 

Piston 

Is 

No. 

3 

Piston 

la 

No. 

6 

Piston 

Is 

No. 

2 

Piston 

Is 

No. 

4 

Piston 

Is 


TOP ON 
FIRING 

1/8 of 
revolution 
from top of up 
compression 
stroke 

1/3 ol a 
revolution 
from top 
oq down 
Intake stroke 

Top on 
Exhaust 

1 8 of a 
revolution 
from top 
on up 

exhaust stroke 

1-3 of a 
revolution 
from top 
on down 
firing stroke 


1/8 of a 
revolution 
from top 
on down 
firing stroke 

TOP ON 
FIRING 

1/8 of a 
revolution 
from top on up 
compression 
stroke 

1/8 of a 
revolution 
from top 
on down 
Intake stroke 

Top on 
Exhaust 

1-3 of a 
revolution 
from top 
on up 
exhaust 


1/8 of A 
revolution 
from top on up 
exhaust 
stroke 

1/8 of a 
revolution 
from top 
on down 
firing stroke 

TOP 

FIRING 

1/8 of a 
revolution 
from top on up 
compression 
stroke 

1-8 of a 
revolution 
from top 
on down 
Intake stroke 

Top on 
Exhaust 


Top on 
Exhaust 

I/I of a 
revolution 
irom top on up 
exhaust 
stroke 

1/8 of a 
revolution 
from top 
on down 
firing stroke 

TOP 

FIRING 

l-S of a 
revolution 
from top on up 
compression 
stroke 

i-i of a 
revolution 
from top 
on down 
Intake stroke 


1/8 of a 
revolution 
from top 
on down 
intake stroke 

Top on 
Exhaust 

1/3 of a 
revolution 
from top 
on up 

exhaust stroxe 

1/3 of a 
revolution 
from top 
on down 
firing stroke 

TOP 

FIRING 

1-8 of a 
revolution 
from top on up 
compression 
stroke 


1/3 of a 
revolution 
from top on up 
Compression 
stroke 

1/8 of a 
revolution 
from top 
on down 
Intake stroke 

Top on 
Exhaust 

1/8 of a 
revolution 
from top 
on up 

exhaust stroke 

1*3 of a 
revolut on 
from top 
on down 
firing stroke 

TOP 

FIRING 



An end view of the Chalmers six cylinder engine (“6-30”) is shown to the right. The firing 

order of this engine is 1, 4, 2, 6, 3, 5—see the top row in table to the left. 

This illustration is shown, in order that the reader may see just how the pistons are all in line 
when in the cylinders, instead of being out of line as shown, in the exaggerated drawings, figs. 1 and 2. 

Timing Chalmers valves: Turn the fly wheel, bringing the mark “Ex. Cl.” (exhaust close*) 
on the fly wheel, exactly in line with the centered reference mark pointer on the rear of the crank 

case. With the fly wheel mark in this position, the exhaust valve on the No. 1 cylinder should ju»t 

close. If not, adjust the exhaust cam so it is at the closing point. 

It is essential that these adjustments shall always be made with the “back lash” or lost motion 
in the driving gear entirely taken up in the same direction, that is, in the direction of the rotation 
of the engine when running. 


CHART NO. 5(>—Two Firing Orders of a Six Cylinder Engine Explained. 










































































































































































SIX CYLINDER ENGINES. 


125 



1. Relative position of Pistons on a Six Cylinder Engine. View of illustrations are in front 
of engine—hence cranks are rotating to the right. 


Note pistons must make a full stroke, up or down and crank throws must travel 180° 
at each stroke, or % revolution just the same as a four cylinder. 

In order however, to show how and when the cylinders can fire 6 times during two 
revolutions of the crank shaft—the above illustration and the firing table in Chart 56 
is provided. 

The pistons must go from the extreme top to the bottom at each explosion or stroke. 

*Fig. 1—If 1 and 6 pistons go down on say, firing stroke, then they would go to bot¬ 
tom “1-6 N down ,” which is a, half revolution of the crank or one stroke or 180°. 

Then pistons 2 and 5 would be at dotted line position “2-5 N;” 3 and 4 pistons 
would be at dotted line position “3 and 4 N." 

Therefore we have an “over lapping” of strokes—see Chart 58. 

Only two of the six cranks are on dead center at the same time. The firing point 
is at top. 

Fig. 2.—Note position of 2-5 and 3-4 after 1 and 6 have just made a half revolution 
or suction stroke down. They have both moved 180°. Also note that as 3 and 4 passed 
the top, or firing center, either 3 or 4 must have fired. 

Fig. 3.—1 and 6 have now made another stroke up, on compression, (stroke No. 2), 
or 180° more or 360° in all, or a revolution. Note 2 and 5 passed the firing point during 
this stroke; therefore either 2 or 5 must have fired. 

Fig. 4.—1 and 6 have now made another stroke down on power and fired, (stroke 
No. 3) or 180° or l 1 /^ revolutions in all. During this stroke, 3 and 4 passed the firing 
point again and one or the other must have fired. 

Fig. 5.—1 and 6 have now made its fourth stroke, up on exhaust, or another 180° or 2 
revolutions in all. During this stroke 2 and 5 passed the top center firing point again, 
and either 2 or 5 fired. 

Note we have followed out the four strokes, during two revolutions, and during the 
four strokes, there were 6 explosions, or power impulses, as the pistons passed the top. 

A six differs from a four cylinder engine, only in the shape of crank shaft, which is 
divided into thirds instead of halves. 


♦Note when 1 and 6, or either pair go down or up; only one of the pair is on firing or compression. 
Both could not be on firing at the same time. (See Chart 56). However, in order to explain how the 
cranks travel in pairs we will not state which one of the pair is on the above mentioned stroke. 


CHART NO. 57—How the Six Cylinder Engine makes Six Impulses during Two Revolutions of 
the Crank Shaft. 

































126 


DYKE’S INSTRUCTION NUMBER ELEVEN. 


IPlSTON STR0HE#l|PIST0N STROKE r Z IPISTON STROKE'3 'PISTON STR0KE*4l 

i A S * i 

J*—160 
x-1345- 


'£1 

Oi 

Oi 


<4^1 

:t*. 


■M" 

it 


ACTUAL WOKING-; 1 


1 Oi 
I k' 
1 "1 

ill 


«ni 
31 
1 «C 1 
Ii 


1 

r 

X 

uJ 

;<•> 

!°. 

Z* 


;46l 

Fiff. 1 .—: lx 


4-cylin 

der 


'i- 

• w 

ii 

IX 

X 

uJ 

4 

o 

z! 


Fig. 2.—6-cylinder. 


• 

1 i Ex i 

; j4fc 

1 'EX* 

1 ,4 Li 

ii a : 

j ICO* 

1* 1 

1 I 

: 1 * • 

ii?! 

& 

l'°: 

1^1 

• 1 * 

1 |Z' 

1 luj 1 

1 IQ. 1 

1 JO. 

1 |X' 

| !m; 

: iz ; 

, id. 

: 'o* 

• 

! ;x. 

! ! u i 


4 Cylinder Lap. 

On a 4 cylinder engine there are four 
periods of 46° travel or 184° in all, dtiring 
the four strokes that there is no power. 

Referring to illustration, fig. 1, note, if pis¬ 
ton No. 1 is firing, it does not travel its full 
stroke with a crank movement of 180° on 
power, because the exhaust valve starts to 
open, say 4 6° before it reaches the bottom 


on its power stroke. Consequently, be- 


Therefore, in a four cylinder engine there 


firing or working and 4 periods of 46° when 
j ; no cylinder is firing or working. 

The fly wheel must take the pistons 
over center during the “no” working 
strokes. 

6 Cylinder Lap. 

On the six cylinder engine; each pis¬ 
ton is working on 



all of its stroke of 
180° except 46°, 
leaving 134® ac¬ 
tually working. 

Thu second cyl¬ 
inder to fire, starts 
to work 120° after 
the first starts to 
work, and works 
14° before the ex¬ 
haust opens or the impulse ends 
on the first cylinder. Conse¬ 
quently there is no idle space 
between the firing of cylinders, 
but quite the reverse, for there 
is a lapping of power strokes. 

There are 6 periods of 106° 
travel when one cylinder is work¬ 
ing alone and 6 periods of 14° travel when two cylinders are working together. 

Therefore 7-60ths of the time 2 cylinders are working together and 53-60ths of the time 
1 cylinder is working alone. 

Eight Cylinder Lap. 

The eight cylinder V type with cylinders 90° apart; when one cylinder is firing it 
travels the same as the four; 134° on power when the exhaust starts to open, say at 46° 
before bottom of its 180° stroke. 

The second cylinder starts to fire 90° after the first, and moves for 134° before its 
•xhaust valve starts to open. 

Therefore there are, during the four struKes, 8 periods of 44° travel that two pistons 
are working together. 8 periods of 46° travel when one piston is working alone. There¬ 
fore 22/45 of the time two cylinders are working together and 23/45 of the time one 
cylinder is working alone. 

12 Cylinder Lap. 

The 12 cylinder V type or twin six; when one cylinder is firing it travels the same 
as those previously described; namely; 134° before the exhaust valve opens, it then con¬ 
tinues on for 4 6° more, till it reaches the end of its exhaust stroke. 

When the first cylinder fires, and piston has traveled only 60°, the second cylinder fires 
and joins No. 1; they then work together for a period of another 60° when the third cyl¬ 
inder fires and joins No. 1 and 2. Now No. 1 has still 14° to travel yet before its exhaust 
valve opens, so consequently the 3 work together until that occurs. 

At the 134° point No. 1 cuts out and Nos. 2 and 3 work together for a period of 46° 
when No. 4 fires and joins them and so it continues throughout the cycle. See page 134. 


CHART NO. 58—Illustrating the “Lap” of Power Strokes of a 4, (i, 8 and 12 Cylinder Engine, 
the 8 and 12 being of the “V” type. Note, the above diagrams are based on the theory 
that the exhaust opens 46° before bottom. Also note that diagrams are not drawn to scale. * 




































































EIGHT CYLINDER ENGINE. 


127 


*The Eight Cylinder 

Advantage of multiple cylinder engines: 
“flexibility” of control, meaning quick 
acceleration or quick pick up of the engine 
from slow to fast speed, the absence of gear 
shifting, and a more perfect control are 
the features of the six, eight “V” and 
twin six engines. The more cylinders fir¬ 
ing or lapping, the more flexible the control. 

The eight cylinder engine is commonly 
known as an engine with eight cylinders 
plahed consecutively in line over a crank 
shaft having eight “ throws” or crank pins. 

The simplest arrangement of eight cylin¬ 
ders would be all in line just as the six or 
the four are arranged. But this would be 
impracticable, due to the extreme length 
and also to the abnormally long crank 
shaft which would be necessary, while the 
crank case for such an engine would be very 
heavy. To get around these difficulties the 
cylinders are arranged in two sets of four 
opposite to each other at an angle of 90° 
In the form of a V. 

Crank shaft: Arranged in this way, the 
eight cylinder engine is no longer than a 
four cylinder one of equal box.e. As com¬ 
pared with a six, it has about 30 per cent 
less length, resulting in a shorter crank 
ease—a weight reduction factor. In addi¬ 
tion, its crank shaft is of the same form 
as that of a four, the throws being all in 
one plane; whereas those of a six crank 
shaft are in three planes, and is a simpler 
manufacturing job. Furthermore, the shorter 
shaft is less given to periodic vibration. The 
earn shaft is also shorter and less prone to 
whipping. 

Cylinder and connecting rod arrangement: 
Where cylinders are “opposite,” this 
means the conecting rod lower end is at¬ 
tached together as shown on page 129, and 
termed, “yoked” together. The connect¬ 
ing rods on one cylinder in line with con¬ 
necting rod on opposite cylinder. Where 
cylinders are “staggered,” this means the 
lower end of connecting rods are not to¬ 
gether but are “side by side” on the same 
crank shaft bearing, (fig. 7, page 74). 
This naturally necessitates the cylinders on 


“V” Type Engine. 

one side, being placed a little to the side, 
or not exactly in line with opposite cylinder, 
and termed “staggered.” 

The cam shaft on the eight V engine may 
be one or two, the majority use one cam 
shaft. The Cadillac uses a cam shaft with 
eight cams operating the sixteen valves, 
whereas the Cole and King eight V engines, 
use one cam shaft with sixteen cams; one for 
each valve. 

Lap of power strokes of an eight cylinder 
“V” type engine: The explanation of the 
lap of the firing impulses is given in chart 
68. This shows that during eight periods 
of 44° travel, there are two cylinders work¬ 
ing together on power, whereas on a six, 
there are six periods of 14° travel, when 
two cylinders are working together. 

This chart also shows eight periods of 
46° travel, when only one cylinder is work¬ 
ing alone, whereas in a six there are six 
periods of 106° travel where one cylinder 
is working alone. 

There are eight power impulses or ex¬ 
plosions, during each cycle of two revolu¬ 
tions of the crank shaft. In other words 
the four strokes or two revolutions, is just 
the same as in a four, but there are eight 
power impulses or explosions during these 
two revolutions. There is a power im¬ 
pulse every quarter turn (90° movement) 
of the crank shaft, and thus there is no in¬ 
termission between them, but rather an 
“overlapping” so complete that the turn¬ 
ing effort is practically constant. 

In the six cylinder engine, there is a 
power impulse every one-third revolution 
of the crank shaft, and though there al¬ 
ways is a turning effort upon the crank 
shaft, it has more fluctuation, due to the 
longer interval between impulses. 

In the four cylinder engine, an impulse 
occurs every half revolution, and ob¬ 
viously there are periods in the cycle when 
there is no appreciable force exerted by 
any of the pistons. The fly wheel then 
is called upon to carry the shaft over these 
power lapses. 


The Cadillac Eight. 


As an example of an eight cylinder en¬ 
gine and its construction, the Cadillac make 
will be shown in the charts following. 

Although a later model Cadillac is model 
65, and 57, the model 51 and 53 will be 


shown in order that the reader may note 
the variance in construction or improve¬ 
ments. The improvements of the model 6 5 
are mentioned. 


★ See page 544; “Specifications of Leading Cars,” for cars using eight cylinder engines. 

Cadillac 1918, model 57 engine; 8 cylinder “V” type engine is same bore and stroke as formerly; 
gu" bore by 5V&" stroke; piston displacement 314 cubic inches. Cylinder heads now detachable. 
It is no longer necessary to remove radiator to take out water strainer between radiator and water 
pump. See page 40 for Cadillac clutch and pages 130 and 730 for water thermostat and condenser. 




CNP > 
evi/Hpf, 


Y END 

CVL>NOS> 

.RHrNTA 


**Fig. 1. Illustration shows 
the front end of the Cadillac 
eight cylinder engine. There 
are two groups of cylin¬ 
ders, each a block casting 
of four cylinders, mounted 
at 90 degrees to each other 
on an aluminum crank case. 
The cylinders are 3 Ys inch 
bore and 5% inch stroke. 
The piston displacement is 
314 cubic inches; the horse¬ 
power rating is 31.25. In 
dynamometer tests the en¬ 
gine shows 70 horsepower at 
24 00 r. p. m.. The crank 
shaft is indentical in de¬ 
sign with that used in a 
four cylinder engine, and 
the cam shaft carries the 
same number of cams as in 
a four cylinder design. This 
engine weighs approxi¬ 
mately 60 pounds less than 
the four cylinder Cadillac 
engine of equal horsepower. 
There is but one carburetor 
used,—explained further on. 

Each of the two cylin¬ 
der castings contains four 
L-shaped cylinders. The in¬ 
take valves are tulip 
shape*. 

The exhaust valves are conventional poppet shape. Over each cylinder bore is a remov¬ 
able cap which gives access to the water jacket and to the combustion chamber. Between the 
second and third cylinder in each block the tbreather pipe is brought up through the cylin¬ 
der casting. In rear of the fan is the power tire pump for tire inflation.ft 


from rear 

RIGHT BLOCK 
C YL //V DERG 


SPARK 

Plugs' 


FUF7R 


t RE 


FRORl REAR 
LEFT BJ-QCR 
V- C VI I AIDERS 


15 Park 
PLOQS 


r CAM 
SPROCKET 


CRANK 
5HAFT DRIVE 
SPROCKET. 


Pump. 


WATER 

PUMT 


FtQ / 


W 7~ 


128 DYKE’S INSTRUCTION NUMBER ELEVEN. 


CHART NO. 59—The Eight Cylinder ‘'V” Type (Cadillac, model 51). 

**See foot note bottom of page 127. 


Fig. 3. 


Fig. 2. Cross section of 
Cadilac eight cylinder en¬ 
gine with the cylinder 
mounted in two groups of 
four cylinders each at an 
angle of 90 degrees. The 
single cam shaft is located 
direct above the crank shaft, 
and the means whereby one cam operates the two intake valves for the opposite cylinders is 
shown. 


Fig 3. The valve operating mechanism of the Cadillac engine, showing how one cam 
operates two opposite valves. The cam bears against the rollers in the ends of the small 
arms, which are pivoted to the plate above, and which are interposed between the ends of 
the push rods and the cams, so that the lift will be straight upward instead of having a 
side thrust component. Adjustment of valve clearance is obtained in the usual way by 
lengthening the tappet. The upper part of the tappet screws into the lower and the two 
are locked by a nut. The position of the cylinders, make the valves extremely accessible. 

*Note: The tulip shaped inlet valve was used on some of the early model 51 cars, but not on other 
models. 

tOn the type 51 and 53 the engine breathers are between the second and third cylinders on each 
■ide and serve also as fillers for oil. On Type 55 breathers are on valve cover plates; and oil fillers are 
as in Types 51 and 53. 

ttThe air compressor is now bolted to right hand side of transmission case and driven by a sliding 
gear in constant mesh with gear. 














































































EIGHT CYLINDER ENGINE. 


129 



DRIVE SH*pr 

CON nECTS To 

armature 

^ SHAFT. 


'TERSEAFT 

3£SIA2XLtf<3> 


IIP! PUMP 
SHAFT 


IGNITION n. 

generator ^ 


OELCO MOTOR-GENERATOR 


GENERATOR 

PR/VEOEAR 


rOElFEED 
AI2 PJ2ESSU 
PUMP 


FRONT 


WHEEL 


"WATIR-PIMP SHAFT 
)IL PUMP SHAFT 


Shafting system in the Cadillac eight cylinder engine, showing the use 
of two silent chains, one driving the cam shaft and another driving from 
the cam shaft to the shaft driving the Delco system. The tire pump is 
driven by spur gear. There are two water pumps on the cross shaft below 
the crank shaft, and this shaft in turn drives the gear oil pump in¬ 
dicated. • * 


Note the single cam 
shaft used in eight cyl¬ 
inder Cadillac engines. 
On it are eight cams 
which operate the six¬ 
teen valves (eight inlet 
and eight exhaust 
valves). Each earn works 
two valves through the 
rollers shown on oppo¬ 
site sides of it, (fig. 3, 
page 128.) The shaft 
is caried on five bear- 
ings. 

Another make of “V” 
type engine: The Davis, 
uses two cam shafts. This 
permits the direct opening 
of valves without the rock¬ 
er arm8 which are shown in 
fig. 3 page 128, between 
cams and tappets. Also 
permits any desired timing. 

The timing of the Davis is 
as follows: 

Inlet opens 10° after top 
and closes 30° after bottom. 
Exhaust opens 45° before 
bottom and closes 5° after 
top. 

See page 132 for Cadillac 
ignition timing. 



Crank shaft: A three-bearing crank shaft is used, with the 
throws at 180 degrees, as in a four cylinder design. (See fig. 
5, page 78; connecting rods are “yoked” however.) Two con¬ 
necting rods attach to each crank pin, this being possible by 
having one connecting rod with a split or forked lower end, and 
the other a single end to fit between the forks called “yoked” 
design. 


iato* dW*. 



ing rods are attached to one 
bearing. The outer rod fastens 
to the outer ends of the split bush¬ 
ing (J) with a two-bolt cap for 
each arm of the yoke. 

The bushing is fixed to this rod 
by pins. The other rod goes be¬ 
tween the two arms of the yoke, 
as shown by the dotted outline. 

This inner rod is free to move on 
the bushing. Therefore, the bear¬ 
ing for the yoke end rod is the 

inner surface of the bushing Lubrication of the eight cylinder Cadillac engine: The 

against the shaft, while that of pump draws the oil up from the reservoir and forces it through 

the inner rod is the outer surface the pipe running along the inside of the crank case. Leads run 

of the bushing. from this pipe to the crank shaft main bearing and thence 

through drilled holes in the shaft and webs to the rod bear 

inga. It also is forced from the reservoir pipe up to the pressure valve which maintains a uniform 
pressure above certain speeds, and then overflows from this valve to a pipe extending parallel with and 

above the cam shaft. Leads from this latter pipe carry the oil by gravity to the cam shaft bearings 

and chains. Pistons, cylinders, etc., are lubricated by the overflow thrown from the rods. 


CHART NO. GO—Parts of the Eight Cylinder “V’’ Type Engine (Cadillac); Crank shaft, Con¬ 
necting rods, Lubrication (model 51). The models 53 and 55 are similar. See separate 
arrangement of generator and distributor on page 132. 








































130 


DYKE’S INSTRUCTION NUMBER ELEVEN. 





Fig. 3. Diagram showing the general arrangement of the fuel,' water and exhaust systems of the 
Cadillac chassis. There are two exhausts and two mufflers, one for each set of cylinders; while the gaso¬ 
line is fed by pressure to the carburetor which is between the two cylinder blocks. The air pressure 
pump for forcing the fuel is at the front of the engine. There are two water pumps and two sets of water 
connections to the radiator. 


To adjust carburetor: 1—Open the throttle about 
2 inches on the steering wheel. Place the spark lever 
in the “driving range’ on the sector anl start the 
engine. 2—Run the engine until the water jacket on 
the inlet pipe is hot. 

3— Move the spark lever to the extreme left on the 
6ec«tor and the throttle lever to a position which leaves 
the throttle in the carburetor slightly open. Adjust 
the air valve screw “A” to a point which produces 
the highest engine speed (6ee note 2). 

4— Close the throttle (move it to the extreme left 
on the sector) and adjust the throttle stop screw “B’’ 
to a point which causes the engine to run at a speed 
of about 300 revolutions per minute. The spark lever 
should be at the extreme left on the sector when this 
adjustment is made. 



Fig. 2.—*Thermostat principles of water 
control: A housing containing a syphon 

thermostat and a valve controlled by the 
thermostat, are located on the cover of 
each water pump. 

The thermostat (A), fig. 2, is accordion 
shaped. It contains a liquid which is driven 
into gas when heated. The resulting pres¬ 
sure elongates or expands the thermostat, 
forcing the valve (B) from its seat. 

A drop in temperature changes the gas 
back to a liquid, reducing the pressure in 
the thermostat and allowing it to contract, 
thereby bringing the valve (B) back to 
its seat. 

This valve on thermostat is placed in the 
line of circulation of water, to the side of 
pump (2A). When cold, the thermostat 
valve (B) is closed thereby stopping circu¬ 
lation. When warm it expands and opens 
valve (B) which permits pump to draw water 
from radiator. 

A hand control connected with a shaft ex¬ 
tending from cover of pump, is also provided 
from seat, which can raise this valve, in 
order to drain radiator. 


.-STRANGLER-CONNECTS WITH r 
LEVER UNDER STEERING WHEEL, r 


Screw ro 
REGULAf E. 
THROTTLE ON 
IOlihG. 


WEI6HT 
ON AIR 
VALVE ARM 


3ASH ROT 



On the Cadillac model 55 and 57, the 
water circulation pipe (C) is through jacket 
of inlet manifold. On the Packard this 
thermostat is placed directly at top of radia¬ 
tor (rear) and principle is the same. 


5—With the spark and throttle levers at the ex¬ 
treme left on the sector, adjust the air valve screw 
“A” to a point which produces the highest engine 
speed. 


Condenser as used on Cadillac—see page ^ , 

730. Dash pot principle: The cylinder “0” on thi 

carburetor bowl contains a plunger operated by thi 
throttle by means of the connecting rod “F.“ When the throttle is opened, the plunger is forced inti 
the gasoline in the carburetor bowl. The plunger is drawn out of the gasoline when the throttle ii 
closed. The object of this “throttle pump” or dash pot is to force gasoline through the sprayini 
nozzle when the throttle is opened quickly for acceleration and to assist in starting in extremely col< 
weather. When the throttle is opened slowly, the plunger has practically no effect on the amount o 
gasoline passing through the spraying nozzle. 


l 


Note 2.—Turning adjusting screws “A” or “G“ in a clockwise direction increases the proportion 
of gasoline to air in the mixture. Turning either in a counter clockwise direction decreases the pro¬ 
portion of gasoline to air. 


CHART NO. (it—Cadillac Carburetion. Thermostat. (Model 51, 53 and 55 cars.) 

*See pages 187, 189 and also 860. 




























































































EIGHT CYLINDER ENGINE. 


131 


Fig. 1: Distributor 
connections on the 
model 53, 65, Cadillac 
—Delco ignition sys¬ 
tem. The cables lead 
from connections on 
distributor to the cyl¬ 
inders in the order 
which they fire. Note 
the brush “B” makes 
contact consecutively, 
but cables from the 
distributor are con¬ 
nected to the plugs in 
their respective firing 
order. 

Fig. 2: Firing order o’f Cadillac Model 53 and 55. Cylinder marked (IL) fires first, 
then 2R, 3L, 1R, 4L, 3R, 2L, 4R. Or follow out the black figures on the side of cylinders 
which show consecutively how cylinders fire. 




Fig. 6, 7 & 8; Cadillac—Delco distributor 
and Timer—movement shown in degrees. 
There is an impulse or firing spark at every 
90° movement of crank shaft, which is % 
of a stroke of piston, or % of a revolution 
of crank. 



Fig. 10: Relative movement of pistons: 
By observing piston No. 1, which is now ready 
to start down on its power stroke or just 
commencing its working stroke, it can be 
seen just what is taking place in all the 
other cylinders, by referring to the following: 


When crank travels 90°, the timer or dis¬ 
tributor brush (B), being run at cam shaft 
speed, then moves 45°. 

When crank makes two revolutions or 720° 
the timer and distributor brush (B) moves 
360° or one revolution. (See Delco system 
for explanation of the ignition system used 
on this engine.) 

Therefore there are 8 sparks to two revolu¬ 
tions of crank. 


IL—Starting to fire. 
3L—Starting to com¬ 
press. 

4L—Starting suction. 

2L—Starting to ex¬ 
haust. 


2R—Compressing. 
1R— Suction. 

3R—Exhaust. 

4R—Working. 


Two pistons on the right (when facing en¬ 
gine), are all the way up and two all the 
way down, while all four on the left are 
midway. 


CHART NO. 62—Cadillac Eight Cylinder V Type Engine. Firing Order and Relative Move¬ 
ment of Pistons, also the Distributor to Crank Shaft. (Model 53 and 55 car.) 

*See foot note on page 134 explaining which is the right side of an automobile or engine. 








































































































132 


DYKE’S INSTRUCTION NUMBER ELEVEN. 





distributor 
and timer 


TOWNfi rop CABLES 

SPARK PLUGS FROM 

distributor 


Silent 

chain 

.= 5/SPROCKET 


I MOTOR 
generator 

(0ELC0) 


TAN SHAFT 


'CAM ' 
SHAFT 


CRANK 

SHAFT 


Toil level 
T FLOAT 


CHAET NO. G2A—Ignition System of Type 53, 55 Cadillac—see page 396 for wiring diagram 
which is also wiring diagram of type 57 Cadillac. 

‘See page 378—adjusting Delco timer. See page 729. fig. 7, “test-light" for ignition timing. 

Chart 63 omitted—error in numbering. 


FIG.ll-TIMER 


The object for using two con¬ 
tact points on the timer is to 
distribute over two sets of 
points the current which would 
otherwise pass through one. 
This greatly lessens wear and 
burning of the points. Inter¬ 
rupter is the closed circuit type. 


Cadillac Ignition System. 

The distributor and timer (fig. 10) are carried on the fan shaft 
housing, and are driven through a set of spiral gears attached to the 
fan shaft. The distributor consists of a cap or head of insulating ma¬ 
terial, carrying one contact in the center with eight additional contacts 
placed at equal distances about the center and a rotor which maintains 
constant communication with the center contact. 

The rotor carries a contact button which serves to close the secondary 
circuit to the spark plug in the proper cylinder. 

Beneath the distributor head and rotor is the timer. The timer cam 
is provided with a lock screw in the center of the shaft. (See fig. 11.) 

A manual spark control is provided in addition to the automatic spark 
control. The manual spark control is for the purpose of securing the 
proper ignition control for variable conditions, such as starting, dif¬ 
ferences in gasoline, weather conditions and amount of carbon in the 
engine. The automatic control is for the purpose of securing the proper 
ignition control necessary for the variation due to engine speed alone. 

The timer contact points are set as follows: Turn the engine over 
until the contact arms “D“ & “C" are directly on top of lobes of the 
cam “B.“ Then adjust the contact points at “E“ and “F" so that 
they stand twenty-thousandths of an inch apart. Both sets of contact 
points should be adjusted alike. 


To time the ignition proceed as follows: Move the spark lever to 
the extreme left on the sector; open the compression release cocks on 
the cylinder blocks, and crank the engine by hand until the piston in No. 1 cylinder is on firing center. (No. 

1 cylinder is the one nearest the radiator in the left hand block of cylinders.) 

*Next remove the distributor cover; also the rotor, and loosen the lock screw A just enough to allow the 
cam “B" to be turned by hand after the rotor is fitted. (The lock screw should not be loosened enough to 
allow the cam to turn on the shaft when the engine is cranked by hand.) 

Then replace the rotor and turn it by hand until the distributor brush in the rotor is directly under 
the terminal marked No. 1 on the distributor cover. Replace the distributor cover, and move the spark lever 
to the extreme right on the sector. 

Then switch on ignition; hold the high tension wire to the spark plug in No. 1 cylinder about one- 

eighth of an inch away from the cylinder casting and turn the engine slowly by hand in the direction in 
which it runs. Stop turning immediately a spark occurs between tlie wire and the casting. (It will be 
necessary to turn the engine nearly two complete revolutions before the spark occurs.) 

If the cam “B“ is properly set a spark will occur when a point on the fly wheel one and twenty-one 
thirty seconds of an inch in advance of the center line for No. 1 cylinder is directly under the pointer or 
“trammel’’ attached to the crank case of the engine. This point for each cylinder is marked on the fly 

wheel by the letter “IG/A.” 

If the spark occurs before this, rotate the cam “B“ slightly in a counter clockwise direction to correct 
the adjustment. If a spark occurs later than this, rotate the cam slightly in a clockwise direction. 

After the adjustment has been properly made, lock the cam securely to the distributor shaft by the 
lock screw “A.” 


After locking the adjustment it is a good plan to check the timing by fully retarding the spark lever; 
in other words moving it to the extreme left on the sector, holding the high tension wire to the spark plug 
in No. 1 cylinder about one-eighth of an inch away from the cylinder casting, and again turning the en¬ 
gine slowly by hand in the direction in which it runs, stopping immediately a spark occurs. 

If the ignition is properly set the spark will occur under these conditions when the center line on 
the fly wheel for No. 1 cylinder is directly under the pointer attached to the crank case, or has passed the 
pointer. 

Caution: Do not set the ignition so that the spark occurs before center with the spark lever at the 
extreme left on the sector. 

Resistance unit and ignition coil are explained on pages 378 and 246. 


FIG.9 - Side view note 

SEPERATE LOCATION 0 T MOTOR- 
GENERATOR ANO DISTRIBUTOR 


manual 

CONTROL 


Fig. 10. DISTRIBUTOR ano timer 


LtVEB FOR 

connecting 

MOTOR 

oemfoator 

TO FLV 
KNEEL 


WATER 

PUMP 


TO SPARK 
PLUGS 


CONTACT 


DISTRIBUTOR 

rotor 

NG adjustment 

A 

resistance unit 


condenser 


AUTOMATIC 

CONTROL 

govenor 


fan shaft 










































































































































































EIGHT CYLINDER ENGINE. 


133 


Wiring: The Cadillac-Delco system 
used on Cadillac is the “single-wire,” 
single unit system—the frame of the 
car being used to carry the return 
current. 

One side of the generator, motor, 
storage battery, lamps, horn 
and ignition apparatus is 
connected (“grounded”) to 
some part of the frame' of 
the car or engine. The 
other connections are made 
with copper wires or cables. 

See instruction 28B, page 
381 for further explanation. 


TL — is wire 
‘o tail light 
(not shown). 
It is 4 volt, 
two candle 
power. 


TONNEAU LIGHT - OV.-4 CP 


BLACK 



c -. 

3 i Sf* x 


To start the en¬ 
gine: Be sure that 
the transmission con¬ 
trol lever is in 
“neutral” position 
and that the hand 
brake is set. 


slack 


WIRING DIAGRAM FOR OPEN CARO 


Note the pressure of air in the gasoline tank. (This is indicated by the “air pressure guage” on 

the dash.) If the pressure is less than one pound, it should be increased to that pressure by means of 
the “hand air pump.” After the engine is started the pressure is automatically maintained. 

Place the spark lever in the “driving range” on the sector and the throttle lever about two inches 

from the extreme left (see note). Move the ignition switch lever down, thereby switching on ignition. 
Then push down on the starting button. This will bring the starter into operation and will cause the 
engine to “turn over.” 

In cool weather (also in warm weather, if the engine has been standing for some time), pull up the 
“auxiliary air valve lever” before you press the starting button. 

As soon as the engine fires and commences to run under its own power, which should be in a few 
seconds, remove your foot from the starting button. 

If the ’’auxiliary air valve lever” is pulled up when starting the engine, it should be “pushed down 
about one-half the way” immediately the engine is started, and all the way down as soon as the engine is 

warm enough to permit doing so. Note.—if you crank the engine by hand, place the spark lever at the 

extreme left on the sector. 

In extremely cold weather, if the engine is not started in 15 or 20 seconds, remove your foot from 
the starting button. This will stop the cranking operation. Now open and close the throttle once or twice 
with the hand throttle or the foot accelerator. Do not open and close the throttle more than twice. 

The action which causes the en¬ 
gine to “turn over” is produced 
by a gear of the electric motor 
sliding into mosh with teeth on 
the fly wheel; similar to the 
meshing of the gear teeth in 
the transmission. When push¬ 
ing down on the starting but¬ 
ton to throw these gears into 
mesh, if it should happen that 
they are in just such positions 
that the ends of the teeth of 
the starting gear come against 
the ends of the teeth on the fly 
wheel instead of the teeth of 
one sliding between the teeth of 
the other, do not force them. 
Simply remove your foot from 
the starting button and again 
push down on the button. In 
the meantime the gears will 
probably have changed their re¬ 
lative positions sufficiently to 
allow the teeth to mesh. Do 
not press the starting button 
while the engine is running. 


TM»OT-n_E LEVER 
SPARK LEVER 

horn button 

PRESS TOGETHER TO, 
POLO vwHCtL ‘ 


aoxiuaqv air. 
VALVE LEVER \ 


HANOT LAMP SOCKI 


TRANSMISSION , 
CONTROL LEVER* 


CLUTCH PEDAL 


TOOT BRAKE PEDAL 

HAND BRAKE LEVER 



a * R PRESSURE GAUGE 
■ 1 ' ■ AMMETER 


' UGH’ rOR !NS r RuMENTS 
—* OIL PRESSURE GAUGE 
~~ SPFEOOMETCR 


•HAND AIR PUMP 

LIGHT for clock 


. ACCELERATOR 
BUTTON i 


ACCELERATOR, 
* OOT REST i 


CONTROL SHAFT FOR, 
POWER TiRE PUMP I 


Cadillac Model 53 control system, 
lever for speed changes. 


Note movement of gear shift 


CHART NO. G4—Cadillac Control System and Wiring Diagram—Model 53, 55 Eight Cylinder Car. 
(See instructions No. 19 and 28A for Delco ignition system.) 

(Chart 63 omitted; error in numbering.) 










































































































134 


DYKE’S INSTRUCTION NUMBER ELEVEN. 


The Twelve Cylinder V Type or “Twin Six” Engine. 


The twelve cylinder engine is referred 
to in this instruction, as either a “twelve 
cylinder” or a “twin six.” Manufacturers 
use both terms. Literally, a twelve cylin¬ 
der engine would mean a type of engine 
having twelve cylinders placed in line on 
a crank shaft having twelve throws. 

The “twin six” or twelve cylinder V en¬ 
gine term, if we would be exact, consists of 
two sets of six cylinders placed at an angle 
of 60° over a regula r six cylinder crank 
shaft with six “throws” of the crank. 


The “twin six” engine offers more even¬ 
ly divided impulses than the eight. Two 
cylinders are working together at all times 
and part of the time three are working 
together. 

Firing order: The crank shaft of a twin 
six is of the type shown on page 122. The 
crank may be a right hand crank or a left 
hand, as explained. The firing order would 
be the same, that is, if you were to con¬ 
sider each block of cylinders on a twin six, 
as a separate six cylinder engine. 


Therefore, if the reader thoroughly under¬ 
stands the six cylinder engine, then it will 
not be a difficult matter to understand the 
twelve cylinder V type. 



Note the evolution of 
raising cylinders from 
180° to 60°. Fig. 5 rep¬ 
resents the old style 
two cylinder opposed 
type of engine with cyl¬ 
inders 180° apart. Fir¬ 
ing impulse 360°. 

Fig. 6 represents the 
eight cylinder engine 
with cylinders placed 
90° apart. Firing im¬ 
pulse 90°. 

Fig. 7 represents the 
twelve cylinder engine 
with cylinders placed 
60° apart. Firing im¬ 
pulse every 60° of 
crank movement. 


Before proceeding 
with the explanation 
of the “twin six,” 
refer to the illustra¬ 
tion, and note the 
different angles in 
which cylinders are 
placed. 

Construction: As 

previously stated, by 
placing six more cyl¬ 
inders on a six cylin¬ 
der crank case and 
placing them “V” 
type at an angle off 
6(3°. The same crank 
shaft and practically 
the same crank case 
can be utilized with- 
o u t materially in¬ 
creasing the size or 
weight of engine. The 
extra addition being 
another set of cylin¬ 
ders and connecting 
rods. 

On the eight cyl¬ 
inder “V” type, cyl¬ 
inders are set at an 
angle of 90° or y 2 the 
distance of firing of 
the four cylinders. In 
other words a four 
fires every 180° 
and by setting cylin¬ 
ders 90° we get an 
impulse every 90°. 

A six cylinder en¬ 
gine fires every 120°, 
therefore on a twelve 


cylinder we would place cylinders at an 
angle of % of 120° which would be 60° in¬ 
stead of 90° and therefore get a firing im¬ 
pulse at every 60° movement of the crank 
shaft. 


For instance, refer to illustration fig. 8, 
page 135, refer to the block of cylinders to 
the left, when facing engine, we will desig¬ 
nate these as *right hand cylinders and will 
number them 1R, 2R, 3R, 4R, 5R, 6R and 
all on the other side we will designate as 
left hand cylinders and will number them 
1L, 2L, 3L, 4L, 5L, 6L. 

The figures outside of the circles, indicate 
the order in which the cylinders fire on the 
Packard twin six. 1R fires first then 6L, 
then 4R, 3L, 2R, 5L, 6R, 1L, 3R, 4L, 5R, 2L. 

Laps of power strokes: If No. 1R fires, 
and crank pin moves 60°, then 6L fires and 
moves 60° with 1R, then 4R fires and moves 
14° with 1R and 6L, at which time 1R ex¬ 
haust valve opens. Therefore, making a 
period of 14 degrees, during which time 
3 cylinders are working together. 

Then 6L and 4R work together for a 
period of 46 degrees, after which time, 3L 
fires and works with 6L and 4R for a period 
of 14 degrees. 

So that with every 60° movement of 
crank shaft there is a period of 14 degrees, 
during which time 3 cylinders work together, 

or in one complete revolution of crank, or 
360° movement, there will be 6 periods of 
14 degrees when 3 cylinders work together, 
and 6 periods of 46° alternating with these, 
when 2 cylinders work together. 

The cylinders on the Packard are stag¬ 
gered, see fig. 8, note left cylinders set 
ahead of the right. This is in order that 
the connecting rods can be placed “side by 
side” on the crank pin instead of being 
“yoked,” see fig. 5, page 78 and fig. 10, 
page 129. 

The cam shaft: On the Packard, one cam 
shaft with a separate cam for each valve is 
used. On the National, 2 cam shafts are 
used. 

The ignition: see Packard supplement and 
page 135. 


♦The right side of an engine or automobile is the right side, when seated in the car, that is why 
we number the cylinders “right” and “left,” although it is the reverse when facing the front of 
engine. See “Specifications of Leading Cars” and “Standard Adjustment of Leading Cars” for 
cars using twelve cylinder engines. 






















135 


TWELVE CYLINDER ENGINE. 





|no a| 


FIRES LAST 


LEFT 

bloc 


DiMPIbuFOR 
FOR RIGHT TOO" O 
CVLIMDEK-3 v*? 1 


DISTRIBUTOR FOR 
LEFT Cylinders 

IL 



CONTACTS 
60° A PART 


WHEN CRANK MOVES 60° B BF?USH ON 
Distributors moves 30° we them have 
FI f?l NO-AT 50° DISTRIBUTOR MOVEM EINT-OR AT 
(D): IR,6LqAMD2L TOGO 7°MORE 





WHEN the 
CRANK MOVES 
60° THE 
DISTRIBUTOR 
MOVES 50° 


6LCOMES 
IN 


2LCUT5 
Out 



showing the number or 
cylinders firing 
together DURING 60° 
TRAVEL of CRANK 


intake / 
pipe 


HAL'ST 


RIGHT 

CYLINOER' 


PISTON OF NO.I 
RIGHT CVLINOER 
60° DOWN ON 
POWER NO IL 
TOP OF STROKE 



CONNECTING 
RODS „ 
'5lDE 8Y SIDE 


FIG II 


NO 156 

Right piston^ 
On Top 



LOCATION 

Or piston 
Pin of 
NO 2.3,455 
CYLINDERS 
RIGHT SI 


CRANK 
PIN ISfc 


NO. 16,25,5 
LEFT PISTONS 
60° BELOW 
TOP 


PISTON 
PIN l.fc,T>5 
LEFT 


POSITION OF 
35 4 PISTON 
PIN LEFT 


CRANK 
PIN 552 


CRANK 

PIN4&3-' 


FIG 9 1 


Twelve Cylinder 
Firing order: If we 
considered each side as a 
separate six cylinder en¬ 
gine, the firing order 
would be 1, 4, 2, 6, 3, 5. 

Note the crank shaft; the 
throws 1 and 6, 2 and 5, 
3 and 4 are in line. This 
would be a left hand crank 
shaft, see fig. 2, page 124. 


Supposing the firing order was 1, 4, 2, 6, 3, 5, and each bloc separate, the right bloc, start¬ 
ing from front, would fire, 1R, 4R, 2R, GR, 3R, 5R. Now start at rear of left bloc, GL, 
3L, 5L, IL, 4L, 2L. If the cylinders were numbered from the rear, on the left bloc, as 
IL, 2L, 3L, etc.; the firing order would be IL, 4L, 2L, CL, 3L, 5L; same as the right bloc, 
but from rear to front. 


In order to see just when three cylinders are working together, refer to fig. 12 and 13. 
Suppose cylinder 1R fires; 2L will have fired just previous, therefore 1R and 2L firing 
strokes will run together or “lap ,” as it is called, for a period of 4 6 degrees, for this period, 
note 2 cylinders are working together. Then cylinder 6L will start on its power stroke 
and will “lap” with 2L and 1R for a period of 14 degrees (3 cylinders working together 
during this 14 degree period of travel of crank pin), at which time 2L cuts out. 

The relation of the movements of the distributor and timer to the crank shaft: The 
timer and distributor revolve one-half the speed of the crank shaft, or the same speed as 
the cam shaft. The Packard “twin six” employs two timers and distributors, operated' 
at the same speed as the cam shaft. There is a separate timer and distributor for each 
bloc of cylinders. See fig. 10 above, which is an exaggerated illustration in order to simplify 
the meaning. 

Now suppose the crank shaft moved 60° (see fig. 12 and 13). During that period of 
travel we would have had two cylinders on power for a period of 4 6° and 3 cylinders on 
power for a period of 14°. 

The distributor on each bloc would, each, have moved cam shaft speed (% that of 
crank), or y 2 of 60° or 30 degrees. We must, however, have had 2 explosions, but 3 cylin¬ 
ders on power, during this period; 2L fired just before 1R, therefore when piston IB 
reached top of its stroke and fired, we had then traveled 30 degrees (this means 30° timer 
and distributor movement or 60° crank pin movement) on the power stroke of 2L. There¬ 
fore 2L continues on its power stroke with 1R, 30°; when 6L fires and the three continue to 
work together for a period of 7° more (timer movement, or 14° crank pin movement), (see 
fig. 13), when 2L exhaust valve opens and cuts out 2L, leaving 2 cylinders working to¬ 
gether for a period of 46° when the next cylinder fires, etc. 

Fig. 9: “Throws” of crank shaft are 120° apart, note crank pin “throws” 1 and 6, 

3 and 4, 2 and 5 are in line. Crank revolving to the right, note cylinder 1R is on top and 
would fire, then 6L, both being in line, then 4R, then 3L, 2R, 5L, 6R, IL, 3R, 4L, 5R, 2L. 

When No. 1 and 6 right connecting rods move 60°, then 1 and 6L connecting rods will 
also move 60°, at which point they will be on dead center. 

Fig. 11. End sectional view of the Packard twin six; cylinder 1R is 60° down on power, 
6L is on dead center—see page 136 for relative position of pistons. 


CHART NO. G5—Twin Six Firing Order. Relation of the Speed of Crank Shaft to Distributor. 

Note word “bloc,” used above, is term formerly used, should be block. See also pages 918, 920. 




















































































136 


DYKE’S INSTRUCTION NUMBER ELEVEN. 



TOP ON 
EXHAUST 


I Z0° ON 
POWER 


60 ° ON 
COMPRESSION 


60°ON 

EXHAUST 


120°ON c: 
INTAKE 


WHEN THIb CVl-IS 

TOP ON 
FIRING 

NOTE WHAT 
OTHERS are 
DOING 


Fig 6. 


I 120°ON 
compression 


. fcO°ON 
)~ INTAKE 


BOTTOM END 
OF POWER 


BOTTOM ENO 
OF INTAKE 


60 °OOWN 
ON POWER 


I20°ON 

EXHAUST 


NOTE CEPS TER 
ONE OE CRMH* 

FRONT OF ENGINE 


Twelve Cylinder Piston 
Positions. 

Fig. 6 illustrates the relative 
position of pistons and what is 
taking place in each cylinder when 
cylinder 1R is just starting its 
power stroke. 

Just consider each block of cyl¬ 
inders a separate six cylinder en¬ 
gine and it will be easy to under¬ 
stand the twin six. 

The crank pins are 120° apart, 
whereas the firing impulses are 
60° apart. 

Note the order in which the cyl¬ 
inders fire is designated by the 
numbers outside of the cylinders, 
in heavy type. 

Note position of pistons when 
No. 1R is just ready to go down 
on power. 


Engines with Overhead Valves and Cam Shaft. 

The cam shaft on this type is placed overhead and operated usually, by a vertical 
shaft driven from crank-shaft. See page 137. 

The aeroplane engine uses this principle extensively as will be noted by referring to 
pages 911 to 916. On page 916, note there are two inlet and two exhaust valves to 
each cylinder. 


The “Sleeve Valve 

The sleeve valve engine differs from any 
other four cycle engine, only in its method 
of admitting and exhausting the gas. 

The sleeves: Instead of raising and low¬ 
ering poppet valves, to admit and expel 
the gas there are two sleeves with ports 
or slots in them; at certain times, these 
slots on the same side of cylinder come 
in line as shown in figs. 2 and 5, chart 
69. These sleeves take the place of valves. 

The openings occur at the proper time, in 
a similar manner as any other valves are 
opened and closed—that is, the exhaust 
opens once during the four strokes and the 
inlet opens once during the four strokes of 
the piston. The sleeves of course sliding 
up and down cause this opening and closing. 

Eccentric shaft: The sleeves are caused 
to slide up and down by an eccentric shaft 
(takes the place of a cam shaft), which has 
eccentrics raising and lowering small con¬ 
necting rods OS & IS, see figs. 1 and 2. 
This eccentric shaft is driven by a chain 
from a sprscket on the crank shaft of en¬ 
gine. It is driven the same speed as any 
other cam shaft, ie., one-naif the speed of 
engine crank. The eccentric pin operating 
the inner sleeve is given a certain lead or 
advance over that operating the outer sleeve. 

The “ 

Is divided into two classes; the “single” 
and the “double.” See figs. 6, 9 and 10, 


” Type of Engine. 

This lead, together with the rotation of 
the eccentric shaft at half the crank shaft 
speed, produces the valve action illustrated 
in chart 69, which shows the relative posi¬ 
tion of the piston, sleeves and cylinder ports 
at various points in the rotation of the 
crank shaft. 

Valve timing: The timing shown is not 
different from that ordinarily used in pop¬ 
pet valve engines, but the valve area is 
greater than that of an ordinary poppet 
valve. The equivalent of increased valve 
area is gained, also, by the directness of 
the valve opening and the absence of re¬ 
strictions in the gas passages. 

Valve timing of the Stearns-Knight four 
cylinder—see chart 69. Valve timing of 
the Stearns-Knight six cylinder; the same 
except inlet opens 4 degrees instead of 8 
degrees, and exhaust closes on top dead 
center instead of 4 degrees after. 

Setting ignition: Set cylinder No. 1 
piston on top of compression. Retard con¬ 
tact breaker box on Bosch magneto. Set 
points on interrupter just breaking. There 
is a mark on fly wheel which, when lined 
up with mark on cylinder, will show when 
1 and 6 or 1 and 4 are up. Firng order 
on six is 1, 5, 3, 6, 2, 4 and 1, 3, 4, 2 on 
the four. 

Engine. 

chart 70 for description of the “single” 
rotary valve. 


Rotary Valve” 


The “Rotary Cylinder” Engine. 


In the ordinary motor car engine the cyl¬ 
inders are bolted to a crank case and the 
crank shaft is made to turn around by the 
force of the explosions in the cylinders. In 


the rotary “cylinder” engine the crank 
shaft is stationary, and the cylinders re¬ 
volve (used mostly for driving aeroplanes). 
See chart 70. 
























OVER-HEAD CAMS AND VALVES. 


137 




CAR8URETM 



Fig. 2: Overhead valves operated 
by an overhead cam shaft; the Weid- 
ley principle. 



CAM SHAFr 


mb/G* HO US/MG 


G 3 HOUS/MG 


EXtf.AJUAZ. 


ikJj 









Fig. 7: Note on the cam shaft there are twelve cams 
operating the twelve valves. 







Valves: In the types of engine previously described the valves were either all on one side or oppo¬ 
site, or overhead, but operated by a plunger or tappet or by an overhead rocker arm. In this type the 
cam shaft is placed overhead as per fig. 7, with the cams integral. There are two overhead valves for 
each cylinder—see figs. 3 and 4, therefore twelve cams, one for each valve. 

Cam shaft is operated by a gear G1 on the crank shaft, which operates a gear G2, fig. 2, which is 
called the lower timing gear; this gear is placed at the lower end of a vertical shaft (S) with an upper 
timing gear (G3), which operates the cam shaft gear (G4). By referring to fig. 2, it will be seen how 
the cam C operates the tappet arm (F), which in turn opens the valve against the tension of the 
spring (S). 

While the construction varies, the principle, it will be noticed, is just the same as any other engine. 
The cam shaft turns one revolution to two of the crank shaft. 

The cam shaft mounted on the cylinder head, has four bearings and are 1 3/16 inch in diameter. 
The end bearings are 1*4 by 1% in. long, and the middle ones, which are on either side of the driving 

gear are 1 % by 1% inch long. A hole % inch diameter is drilled through the cam shaft for its entire 

length, and carries oil to the cams and bearings. 

Cylinder head—in this type engine the cylinder head is detachable from the cylinder, and the cyl¬ 
inders are all in one block, therefore to grind the valves or to get to the valves, the cover is removed, 
then the cylinder head. Fig. 4, shows the cylinder head removed and fig. 3, shows the cylinder head 
turned up side down, exposing to view the valves seated in the cylinder head casting. 

To grind valves: First, remove head. If a single valve is to be ground the valve spring may be 
compressed and pin holding spring removed, when valve can be dropped out and the seat ground, or the 

cam shaft may be removed, which is easily done. Springs and pins removed and the cylinder head turned 

over on a bench, as in fig. 3, and valves ground as any other valves. See index for method of valve 
grinding. 

To set the valves: The inlet opens 10° past top and fly wheel is marked “IO.” Exhaust closes at 
10° after top. Therefore, set the cam shaft with piston No. 1, 10° past top center; cam just leaving ex¬ 
haust valve (see C, which would be a little further in direction of rotation, as it now has valve open). 
The gears are then meshed at this point. The timing of both inlet and exhaust is done by one cam 
shaft, same as on an “L” type cylinder. 


CHART NO. 06—The Overhead Valve Operated by an Overhead Cain Shaft—Weidley six cylinde? 
as an example. Note cylinder head is detachable with valves in the head. 

Note—Due to error, chart 67, has been omitted and chart 70 follows this. Charts 68 and 69 follow chart 70 



































































































































138 


DYKE’S INSTRUCTION NUMBER ELEVEN. 


Tlie Rotary Valve Engine. 

This type of engine is the same as any other 
four-cycle principle of gasoline engine, except in¬ 
stead of “poppet type*’ of valves the “rotary 
type’’ is used to admit gas to cylinder and to 
permit burnt gases to pass out. The Speedwell 
was one make of car which used the double-rotary- 
valve. 


intake 


KVHAU5T INTAKE 


EXHAUS, 


Fig. 1 


) 


t 


t 

■■ : 

/ ROTARY \ 

/ VALVE. \ 


© 











© 


Fig. 2 


INDUCTION 

JUST STARTING 


COMPRESSION 


INTAKE 


Fig. 3 



EXHAUST INTAKE 


EXN ALIST 



Fig. 1 


EXPLOSION 


EXHAUST 


Fig. 1 shows suction or induction stroke just 
starting. As the piston starts down, the opening 
in intake valve (valve is rotating to the right), will 
be in line with opening in combustion chamber, 
therefore gas will be admitted. 

Fig. 2, Compression stroke; piston has reached 
and passed the bottom of intake stroke and is 
starting up on compression stroke, therefore, intake 
valve is just starting to close. Note exhaust valve 
is closed in figs. 1, 2 and 3. 

Fig. 3, Power or explosion stroke; opening in 
both valves are closed, piston will move down. 

Fig. 4, Exhaust stroke; piston is now starting 
up on exhaust, therefore, opening in exhaust valve 
is open to cylinder, and burnt gases will pass out. 
Intake valve is closed. 


The single rotary valve can be compared with the 
poppet-valve type of engine using valves-in-the-head, 
operated by one overhead cam-shaft. Instead of 
poppet-valves and cam-shaft however, there is one 
long rotary valve, with openings as shown in figs. 
5, 6, 7 and 8. Note the position of these openings 
during the period of intake, compression, firing and 
exhaust. 



ONE of THE TWO ROTARY VALVE 
RODS OF 00 U RLE ROTAr;v 


The rotary-valve is nothing more than a long 
cylindrical piece of metal with holes in the shape 
of slots cut in same as per S and D, fig. 8. In¬ 
stead of valves popping up and down, this rod is 
placed along side of cylinder and is operated by a 
chain or gear from crankshaft, and as it turns, the 
openings in the rods (rotary-valve) performs the 
same function as the poppet-valves. 

There are two types of rotary-valve engines, the 
double valve and the single valve. 

The double rotary-valve, can be compared with 
the poppet-type-valve engine using the T-head type 
of cylinder, which has the intake valves on one side 
and exhaust on the other. On the double rotary- 
valve we have an “intake rotary valve” on one 
side and the “exhaust rotary valve’’ on the other 
side, per figs. 1, 2, 3 and 4. On a four-cylinder 
engine, each valve woxild have four slots. 






The Rotary Cylinder Engine. 

Illustration fig. 2, shows the Gnome seven cylin¬ 
der engine, see also, page 910 for the Gnome nine 

cylinder engine. 

In the rotary-cylinder en¬ 
gine the crank-shaft is held 
stationary and the cylinders 
are mounted on a cylindrical 
crank-case which can re- 
volve. Connecting rods are 
^ fastened to crankshaft-pins, 
fig. 1. 

When an explosion occurs 
in one of the cylinders the 
energy can do nothing else 
but force the piston down. 
This action turns the rod- 
holder on the crank-shaft, 
which causes the rods, pis¬ 
tons and hence the cylinder 
to revolve as a unit. The 
crankshaft, fig. 3, remains 
station ary 
and due to 
this fact, the 
pistons will 
assume dif¬ 
ferent posi¬ 
tions in the 
cyl i n d e r s 
owing to the 
location o f 
the rods on 
the crank 
pin. For in¬ 
stance, i n 
the move¬ 
ment of the 
cylinder A 
from X to 
Y, the pis¬ 
ton in the 
cylinder will 
travel down- 
ward, as 
shown in the 

illustration, until it reaches bottom of its stroke. 



- .;. TT 





CHART NO. 70—Rotary Valve Engine. 

(Chart 67 omitted; error in numbering.) 


Rotary Cylinder Engine. 

See page 910 for Gnome rotary cylinder engine. 

























































































































SLEEVE VALVE ENGINE. 


139 



PORT OPENINGS IN SLEEVES 


SPARK PLUG 


Q'L TROUGH ADJUST- J 
ING LEVER CON- ( 
NECTED TO THROTTLE > 


\ SILENT CHAIN DRIVE 
I FOR MAGNETO SHAFT 

CRANK SHAFT SPROCKET(C5) 

STARTING CLUTCH 


\ WATER JACKETED 
CYLINDER HEAD 


Y LINDER 
JUNK RING 
PISTON RINGS 
PISTON 


BEARING FOR ECCENTRIC 
SHAFT 

CONNECTING ROD 
ECCENTRIC SHAFT 

ECCENTRIC SPROCKET'S), 

SILENT CHAIN DRIVE 
FOR ECCENTRIC SHAFT 

SILENT CHAIN DRIVING 
SPROCKET FOR 
ELECTRIC GENERATOR 


LOWER PA°T OF CRANK. J 
CASE CONTAINING OIL ( 
PUMP STRAINER & PIPING } 


OIL SCOOP 


F|_V WHEEL 


CRANK SHAFT BEARING 

(five- used) 


PRIMING CUP 


OILING GROOVES 
IN SLEEVES 


PORT OPENING IN CYLINDER 


CONNECTING ROD ) 
OPERATING INNER / 
(iS) SLEEVE ' 


CONNECTING 

COS) 


ROD OPERATING ) 
OUTER SLEEVE 


F/6.2. 


SPARK PLUG 


PRIMING CUP 


JUNK RING_ 


CYLINDER HEAD 


PORT OPENINGS IN SLEEVES 
PORT OPENING IN CYLINDER 


(05)' CONNECTING ROD 

' OPERATING OUTER SLEEVE 


ROD 

ER SLEEV* 



The main principle of this 
engine (made under Knight’s 
patent) is the substitution of 
sliding valves for the usual 
poppet or tappet valves. The 
sliding valves consist of two 
concentric shells of 

cast iron accurately turned, 
working in between the 
driving piston and the cyl¬ 
inder walls. These shells 
have two series of large area 
ports or slots cut in the up¬ 
per ends, which register to¬ 
gether at the required in¬ 
stant in the respective 
strokes of the piston. One 
pair of slots form the inlets 
and the other pair the ex¬ 
hausts. 


AIR PUMP 


The sliding shells of 
each cylinder, which 
have a relatively short 
stroke, about 1 inch, 
are driven by two 
short connecting rods 
or side arms working 
off a lay crankshaft, 
the cranks having a 
very small throw, 
which takes the place 
of the camshaft in the 
tappet valve form of 
engine. 


This valve-operating 
shaft rotates at half 
the speed of main 
crankshaft. The slid¬ 
ing shells extend right 
up into the deep cone- 
shaped combustion head, which is a de¬ 
tachable unit. This head is of a special 
design insomuch that it is provided with 
a set of piston rings, three narrow and 
one double, the latter being specially wide 
and termed the compression ring. These 
rings prevent any escape of pressure in 
an upward direction, whilst the usual set 
of three rings on the working piston main¬ 
tain pressure tightness in the lower di¬ 
rection. 

(See next page for further detail.) 


CHART NO. 08—The Knight Sleeve Valve Type of Engine, used on Steams-Knight Car. (Also 
see index.) 

(Chart 71 on page 141.) 























































































































































































140 


DYKE’S INSTRUCTION NUMBER ELEVEN. 




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CHART NO. 69—Stearns-Knight Sleeve Valve Engine, 




























































































































































































































































RED SEAL 

CONTINENTAL MOTORS 

Models 7R, 9N and N. 


To grind vaives see repair subject. 

To take up connecting rod bearings, remove 
lower half of crank case. 

Shims are used and it is very necessary to 
remove one or two—being careful to remove 
equal number on each side and not have 
bearing too tight. 

If bearings are too far gone to take up by 
removing shims, it is then necessary to fit 
new bushings (see repair subject). 

The pistons and connecting rods can be 
taken out past the crank shaft. 

Renewing piston rings is done by lapping 
new rings to cylinder (see repair subject). 


Breather. Oil in¬ 
dicator to right 


Water 

outlet 


Fig. 1. Sectional view of left side of model 7R 3^x4% six cylinder motor; S. A. E 

Rating 25-35 H. P. and brake H. P. at 2600 r. p. m. 55; Displacement 224 cu. inches 
weight 575 pounds; lubrication force feed with drilled crankshaft; oil pump, gear type 
carburetor 114". 


Fig. 2—Left side of model “N” Continei 
At 1000 r, p. m„ 23 h. p.. at 2000 r. p. m. 
lb*., with fly wheel. Carburetor 114 inches. ' 
Three or four point suspension. 


Priming cup 


Valve cap 


Valve Timing Continental 
Engines. 

Model “N” engine is as follows: 

Inlet opens 17° 53' past upper dead 
center and closes 29* 25' past 

lower dead center. Exhaust opens 
42° 36' before lower dead center ] 
and closes 8° 20' past upper dead 
center. This gives an intake period 
of 191° 32' and an exhaust period 
of 230° 66'. 

Model “7W”:. Intake opens on 
upper dead center. Intake closes 
33° past lower dead center. Exhaust 
opens 67° before lower dead center 
and closes on upper dead center. 
Above setting gives an inlet period 
of 213° and an exhaust period of 
247°. 

The timing marks on fly wheel can 
be seen through inspection hole in 
housing, directly over fly wheel. A 
steel pointer is used to line up fly 
wheel marks when checking the valve 
timing. 

The “E-7”—Continental engine it 
similar to E4. It is a 4*4x5 %" en¬ 
gine. 


Hot air 
stove 


Exhaust manifold 


. __ Nut for valve 
WJ cover plate 


Inspection cover for 
starter gear 


Exhaust 

manifold 

Inspection 
cover for 
generator P 
(front) A 


Oil pump. 

Gear housing below 


Water 

inlet 


Breather 
Oil indicator 


Oil 

gauge 


Magneto drive 
coupling flange 


Oil pump, 
Plunger type 
driven by an 
eccentric 
forged integral 
with cam shaft 


Oil screen 
filter 


Oil drain 


Oil indicator float 




Fig. 3—Front end sectional view of model “9N” Continental six 
cylinder engine, 3 % bore and 614 stroke. 


rig. 4 —Fly wheel end—sectional view of Continental model “N” four 
cylinder engine, 3% or 3% bore and 5 inch stroke. 


Continental Motors Corporation, Detroit, Mich, and Muskegon, Mich., U. S. A 


































































INSERT NO. 2. Copyrighted 1918, 1919, by A. L. DYKE, St. Louis, Mo. 



Push Rod 
Crank Case Oil Tube 
Crank Shaft Center Bearing 
Crank Shaft 
Connecting Rod 


''Cam Shaft Front Bearing 
'''Small Time Gear 
''Crank Shaft Front Bearing 
v Valve Spring 
Cam Shaft 


Start ng Crank 
Starting Crank Spring 
Starling Crank Sleeve 
Starting Crank Katchet 


Ford Single Unit Power Plant Model “T” Engine. 

Consisting of Engine, Transmission -with Clutch and Magneto—all in one unit. By re¬ 
ferring to pages 784, 777, 783 and 775, the description of parts designated can be found. 

Intake Stroke 


Exhaust Valve Closed 
Intake Valve Open 
Compression Stroke „ 

Intake Valve Closed 
Exhaust Valve Closed 


Exhaust Valve Closed 
Intake Valve Closed 
_ Explosion Stroke 

Intake Valve Closed 
Exhaust Valve Open 
Exhaust Stroke 




Comm. Brush Assb. 

Zero Marks on Time Gear 
all Time Gear 


Crank Shaft 


Cam Shaft 
Connecting Rod 


Exhaust Cam 
Intake Cam 


Above illustration gives a good view of the relation of the Ford crankshaft and small timing gear 
which drives the camshaft through the large timing gear, also the camshaft, cams and valves. As the 
large timing gear is twice the size of the small driving gear the camshaft will, of course, revolve one-half 
the speed of crank shaft. 

The firing order is 1, 2, 4, 3. No. 1 cylinder is next to the gears, or front of engine. No. 2 piston 

is going down (see arrow paint) on explosion stroke. Note the nose of cam does not raise either 

of the valves, therefore intake and exhaust valves are closed; No. 4 piston is almost at top of 
its compression stroke and will be the next cylinder to fire and piston will then go down on ex¬ 
plosion stroke. Note both valves are closed; No. 3 piston is going down on intake stroke, drawing 
in a charge of gas, as inlet valve is open, but exhaust valve is closed. Piston of No. 3 will go up 

on compression stroke at which time inlet valve will be closed and will fire after No. 4; No. 1 has 

almost completed its exhaust stroke. Exhaust valve is open. Intake valve is closed. ’ Immediately 
that exhaust valve closes, which is exactly on top, then the inlet valve will open and it will go down 
on intake stroke next, then compression stroke up, then explosion stroke, therefore No. 1 will fire after 
No. 3. See also page 784 and 785. 


*Indian Twin-Opposed-Cyl. Motorcycle Engine. 

Cylinders; two, opposite or 180° apart instead of 42° as in the V engine. See page 118. 
explaining firing orders of this type of engine. Bore 2 inch; stroke 2% inch; piston dis¬ 
placement 15.70 cubic inches; H. P. normal rating 2%, develops 4. Pistons have two rings; 
inlet and exhaust valves side by side on top of cylinders; timing gears in separate housing 
outside of crank case; carburetor; Indian special; ignition, Dixie magneto driven at engine 
speed—fixed or set spark. 

Addresses of Some of the Leading 
Engine Manufacturers. 

Lycoming Foundry & Machine Oo., Wil¬ 
liamsport, Pa., “Lycoming.” 
Sterling Motor Co., Detroit, Michigan, 
“Sterling.” 

Hershell-Spillman Oo., North Tonawanda, 
N. Y. 

Rutenber Engine Oo., Marion, Ind. 
Northway Motor Mfg. Oo., Detroit, Mich, 
Falls Motor Corp., Sheboygan Falls, Wis. 
Ferro Machine & Foundry Oo., Cleve¬ 
land, O. 

Golden Belknap & Swartz Oo., Detroit, 
Mich. 

Waukesha Motor Oo., Waukesha, Wiscn. 
Buda Co., Harvey, Illinois. 

Beaver Mfg. Co., Milwaukee, Wiscn. 
Brennan Motor Mfg. Oo., Syracuse, N. Y. 
Weidely Motor Oo., Indianapolis, Ind. 
Teetor-Hartley Motor Oo., Hagerstown, 
Ind. 



FRAME TUBE 


ENGINE BASE 6 FRAME 


SlOE VIEW OF THE 
FRANKLIN AIR 
COOLED ENGINE 

SIX CYLINDERS’ 
3^ BORE 
4 IN.STROKE 


OVERHEAD VALVES 
/ 


'RADIATING FLANGES 


COVERING FOR 
CROCKER ARMS 


INTAKE manifold 


OF THE 12 
H RODS 


AIR JACKET 



_OiL PUMP 

TSU 3 ’/« Thl. I, on much <h. urn, line. .. ,h. l n . b „, |. , „„„ 

“ produtlno .lightly mot, Atw.ttr Kent Ignition hu boon .oh.tltut.d tot th. m.gnoto ,nd the o.o of . St.w.rt »«uum 

feed allows the carbureter to be placed higher 


Franklin Engine. 

Six cylinder, 3%x4 inches. Piston dis¬ 
placement 199 cubic inches. H. P. as per S. 
A. E. is 25.3, at maximum 31. About 1700 
r. p. m. is maximum speed. The gear ratio of 
car on high gear is 3.9 to 1, wheel being 32 
inches, which means 1,950 revolutions of en¬ 
gine per mile. Weight of car under 2300 lbs. 
Maximum speed of car 50 m. p. h. or over. 

Overhead valve mechanism is used. At¬ 
water Kent ignition. Carburetor of Franklin 
design. 

Pistons—See that the normal working tem¬ 
perature in the Franklin engine is distinctly 
high, the makers were not very ready to be¬ 
lieve in the aluminum piston, but they have 
now adopted it as stock practice and con¬ 
sider that the better mean effective pressure 
of the new engine is largely due to the im¬ 
proved piston cooling obtained. At first there 
was a little trouble from wear on the skirt; it 
was difficult to get a close enough fit to in¬ 
sure absence of slap without abrasion. The 
trouble was overcome completely by turning a 
shallow, square groove of screw thread form 



from the bottom of the skirt to just beneath 
the lower ring. This holds oil securely and al¬ 
lows a smaller clearance than is possible with 
a plain piston. 

There is an interesting lubrication system 
employed, individual oil supply being sent to 
every point. The oil pump, which is a con¬ 
ventional gear pattern, is mounted on a 
large plate, and the delivery from the pump 
is distributed to a number of oil leads by 
means of passages in the plate. Actually the 
plate is die-cast aluminum with distributing 
grooves, and these grooves are made into 
closed passages by putting a piece of thin 
sheet copper over the face. This gives direct 
pressure feed to all hearings on the crank¬ 
shaft and to various other points. 

Valve Clearance. 

Is .010 cold and adjustment is made be¬ 
tween end of walking beam and adjusting 
screw, (see page 362 for Franklin electric 
system and page 189 for air cooling principle. 
See also page 544 for “specifications.”) 


The Holmes Automobile Co., Canton, Ohio, manufacture an air cooled car with many distinctive feature*. 
*See Insert No. 3 for other motorcycle engines—also pages 843 to 846 and 811. 












































































































































































































































































CARBURETION. 


141 



Fig. 1. Mixing 
valve. 


“Mixing Valve”—also called “ Generator Valve.” 

In the early days the method of mixing the gasoline and air in proper 
proportions was by means of a “mixing valve,” figure 1. The air 
was drawn in at “air intake,” through valve (3), being opened by 
suction of piston forming a vacuum in crank case when going up (on a 
“two cycle” engine), or when inlet valve was open and piston traveling 
down on a “four cycle” engine. 

When air is drawn in, if gasoline needle valve was open, gasoline 
would also be drawn in, mixed with the air and pass into cylinder in a 
partial vaporized condition. 

The mixing valve, also called a “generator valve,” is still used to a 
small extent on two port two cycle engines. It takes the place of a 
check valve, as the valve (3) serves the same purpose. 

Note absence of float arrangement. The gasoline is fed by gravity 
and when engine stops the gasoline needle valve must be cut off, other¬ 
wise there will be dripping. 


^ Spark Plug Wire 


Float 
Chamber 


Elementary Principle of the Float Feed (constant-level) Type Carburetor. 

The gasoline 
flows from the 
gasoline tank 
to the float 
chamber of the 
c a r b u r e tor 
through a small 
brass or copper 
pipe. 

The float 
chamber Im¬ 
mediately fills 
up until the 
float (made of 
cork or hollow 
copper or 
brass) rises and 
cuts off the 
flow. 

The level of 
the gasoline in 
the float cham¬ 
ber is slightly 
lower than the 
end of the 
spray nozzle 
which extends 

into the mixing chamber, (otherwise gasoline would continue to run out of the spray nozzle 
or jet when engine is idle). This mixing chamber is connected to the inlet pipe of the engine. 



Gasnfine Adjusting Air 
Screw Intake 


If the throttle valve is opened and engine cranked, the piston will draw in the gasoline, 
mixed with air, through the inlet valve, (note cam is just starting to raise the inlet valve on 
the suction or intake stroke). 

After the piston makes a complete suction stroke down and gas is drawn into the cylinder > 
the inlet valve closes (usually after bottom, about 36°), and on the next upward stroke 
of the piston as the gas cannot get out of the cylinder it is compressed, then ignited by an 
electric spark at the gap of the spark plug. When the compressed gas is ignited by the spark, 
the explosive force of the gas forces the piston down. The force depending upon the amount 
and the amount depending upon the opening of the throttle. 

As the piston approaches the bottom of this explosion or power stroke, the exhaust valve 
begins to open and as the piston starts up again, the burnt gases are forced out. This is 
called the exhaust stroke. (In actual practice the exhaust valve opens about 46° before 
it reaches bottom, see page 100.) 

The same operation is repeated over and over. The momentum of the fly wheel keeps the 
engine in motion until the next “power stroke.” 

The speed of an engine is varied by opening and closing the throttle valve. 

I-----— 

CHART NO. 71—Explaining how the Gasoline is Mixed with Air and Drawn into the Cylinder of 
a Four Cycle Gasoline Engine—this is called Carburetion. The device which feeds the gaso¬ 
line and air to the engine is called a Carburetor. 

Chart 70 on page 138. 





















































































142 


DYKE’S INSTRUCTION NUMBER TWELVE. 


INSTRUCTOIN No. 12. 

* CARBURETION: Principle, Construction, Operation, Carburetor 
Parts. Types of Carburetors. Throttle. Speed Control. 
Heating or Vaporizing. Gasoline Feed Systems. 

Carburetion Principle. 

Meaning of carburetion: The mixing together of gasoline vapor and air 
is called “carburetion,” and the device that keeps the two in proportion is 
called a “carburetor.” 

To get energy out of the gasoline it is necessary for it to be converted 
into a vapor and then mixed with a volume of air before it can be exploded 
in the cylinder. 

There are two ways of producing this vapor, one being to expose a con¬ 
siderable surface of this liquid to the air, which is also caused to bubble 
through it and thus become impregnated with the gasoline vapor. This was 
the original method and was called the “surface” type of carburetion. 

The second method is to “spray” the liquid gasoline through a fine 
spray nozzle or jet into the mixing or vaporizing tube and into which air 
can be drawn to intermingle with the vapor. 

The device in which this operation is performed is termed a “carburetor,” 
and the operation itself is known as “carburetion,” from the fact that the 
gasoline largely consists of carbon. The mixture might also be termed “car¬ 
bureted” air. 

Amount of gasoline and air: It has been found that the best explosive 
mixture with the gasoline commonly used, is a proportion of *14 parts air to 
1 part gasoline, this w T hen maximum power is desired and ranging to 17 to 1, 
the latter for maximum economy.. (Proportioned by weight of air and 
gasoline.) 

Pure gasoline vapor will not burn; it must be mixed with air before it 
can be used in an engine. To burn with the greatest rapidity and heat, the 
air must be in correct proportion to the vapor. The exact amount of air to be 
mixed with a certain amount of vapor depends on the quality of the gasoline, 
and other conditions. The carburetor, by which the proportions of the mix¬ 
ture are maintained, is so made that a current of air passes through it when 
the piston makes a suction stroke. See chart 71—“air intake.” 

The air goes through this passage, in which is a small pipe called a “spray 
nozzle” that sprays the gasoline, so that it comes in contact with the air (see 
spray nozzle, page 141). The gasoline being volatile, is taken up by the air, 
and the mixture goes to the cylinder. 

The amount of air that may flow through the carburetor, and the quan¬ 
tity of gasoline that may flow out of the small pipe, are adjustable, so that 
for a certain amount of gasoline the proper proportion of air may be admitted. 

When the mixture is not correct; that is, when there is too much or too 
little air for the gasoline flowing out of the small pipe, the running of the en¬ 
gine is affected, and it will not deliver its full power. 

When there is too much air for the gasoline, the mixture is said to be too 
poor or lean ; when there is too little air, the mixture is said to be too rich. 

The carburetor is connected to the inlet pipe, and no air or gas can enter 

the cylinder through the inlet valve without first passing through the car¬ 
buretor. 

♦For Carburetor Trouble and Remedies, see index for “Digest of Troubles,” and next instruction. 

♦That is, 14 to 1 or rich mixture is best for quick acceleration, or 15 to 1 or leaner mixture best 

for pulling with wide open throttle, and 17 to 1, or still leaner mixture, for high speed work 

(figures only approximate). 


CARBURETION. 


143 


The air drawn through the carburetor on the suction stroke enters it 
through the “air intake” (see illustration, page 141), and passes around the 
spray nozzle, drawing gasoline with it; the level of the gasoline in the float 
chamber then drops, and the float drops also and permits more gasoline to en¬ 
ter the float chamber. 

It is in the “mixing tube,” or “mixing chamber,” as it is sometimes 
called, that the air is brought into contact with the gasoline. The “spray 
nozzle,” projects into the mixing tube, so that it is in the center of the current 
of air. 

How the gasoline is drawn into cylinder with the air: When the air is 
not passing through the mixing tube, the liquid gasoline stands just below 
the open end of the spray nozzle, but as soon as the current of air passes 
through, it sucks the gasoline out. The current of air sucks up the gasoline, 
on the order of a child trying to draw the last few drops of soda through a 
straw, drawing in really more air than soda. 

The piston of the engine, on its suctidn stroke produces the suction effect 
similar to a squirt gun drawing in water. 

The inlet valve must be open to permit the gas to be drawn into the cyl¬ 
inder—which it is, if piston is on the suction or intake stroke, but no other 
stroke. 

*The adjusting screw or “gasoline needle valve” regulates the amount of 
gasoline to be admited into the mixing tube through the spray nozzle or jet. 
The regulation of this needle valve is very important, and after once being 
properly adjusted, a very slight turn one way or the other will affect the 
running of the engine. 

The throttle valve, usually placed in the mixing tube, above the spray 
nozzle, governs the amount of gas which enters the cylinder on the suction 
stroke. 

The throttle valve lever on carburetor, connects with the throttle lever on 
the steering wheel. Moving the throttle lever on the steering wheel, in a cer¬ 
tain direction opens the throttle valve on carburetor, which increases the speed 
of the engine. 

The more gas admitted by the throttle lever through the throttle valve, 
the more gas will enter the cylinder; hence more power or greater force on 
the power stroke, thereby giving more speed to piston of engine. 

Moving the lever in the opposite direction closes the throttle valve on 
carburetor, reducing the amount of gas which enters the cylinder, thereby re¬ 
ducing the speed of the engine. 

The float, in the carburetor is provided merely to prevent the gasoline 
overflowing and running out of the spray nozzle, when engine is not running. 
The float is adjusted so the level of gasoline will not quite reach the top of 
the spray nozzle or jet. 

The floats are usually made of cork or hollow metal balls, which float 
in the gasoline inside of the mixing chamber. A needle point arrangement is 
connected with the float, which cuts off the gasoline flow when the engine 
stops. 

The reason why engines must first be cranked, before starting, is due to 
the fact that a charge of gas must be drawn into the cylinder, then compressed. 
Compressed gas is ignited by the electric spark; this produces the power 
stroke, and the power from this combustion of compressed gas, together 
with the momentum of the fly wheel will keep the engine in motion until the 
next power stroke. The cycle operation of suction, compression, power and 
exhaust is repeated over and over again. (See page 58 for explanation of the 
four cycle principle.) 

★ This adjusting screw has been discarded on some makes of carburetors. 


144 


DYKE’S INSTRUCTION NUMBER TWELVE. 



Fig. 1—The principle of a simple float feed carburetor. Note that the gasoline flows from 
tank through the “gasoline inlet pipe” to chamber of carburetor in which there is a float. 

The purpose of the float is to cut the flow of gasoline off when the chamber is full, other¬ 
wise the gasoline would overflow at the “spray nozzle.” 

When the float is properly set (usually determined by its weight, ©r adjustment of float 
needle valve), the gasoline will not overflow at the nozzle. 

When the engine is running the suction of the piston draws the gasoline through the 
mixing chamber from the spray nozzle, through the intake pipe from carburetor, through the 
intake valve on engine. 

As the gasoline is consumed in the engine, the level of the gasoline in the float chamber 
drops and thereby causes the float to drop and more gasoline enters the chamber. 

There are different methods used on various makes of carburetors for operating the float 
and cutting off the gasoline, but the principle of practically all carburetors is about the same. 

In fig. 1 the main air supply is drawn in at the bottom of the “mixing chamber” but 

inasmuch as the best power of an engine is obtained by getting exact proportions of air and 
gasoline, the reader will note that if the speed of the engine varies the air proportion will be 
too great or not enough, therefore an auxiliary air intake which is automatic in action, is pro¬ 
vided on most carburetors. 



In fig. 2, note that an “auxiliary air inlet” is placed in the intake pipe above the 
gasoline outlet; this valve is automatic; if the engine is running at high speed the auxiliary 
air inlet will open in proportion to the speed of the engine, the suction being greater or less 
according to the speed of the engine. 

Another feature of carburetion is to break the gasoline up into as many fine particles as 
possible so that the air will more readily mix with the gasoline and form a vapor. There are 
different methods of doing this which will be shown further on. 

There are many different methods of arrangement of the float and air valves, but the 
fundamental principle remains the same. 

CHAHT NO. 72—A Simple Form of Carburetor. 

Fig. 1.—Maybach conceived the idea of using a float to keep the gasoline in spray nozzle at a con¬ 
stant level and to draw air around spray nozzle. 

Fig. 2.—Krebs, later, added the auxiliary air valve. 





















































































CAKBURETION. 


145 


Parts of a Carburetor. 


There are various types of carburetors, 
in fact a score or more; although the con¬ 
struction varies, the principal parts are for 
the same purpose. 

Classified according to structure and op¬ 
eration, we will mention the construction 
of the parts now in general use. 

Floats. 

Floats are usually made of light brass or 
copper in various hollow forms; the joints, 
if any, being carefully soldered or brazed 
so that gasoline cannot enter the float itself. 
Floats are also made of cork, well shellaced 
so that they will not absorb gasoline and 
lose their buoyancy. 

The sole duty of the float is to maintain 
a predetermined level of the gasoline in the 
carburetor. This level is generally a small 
fraction of an inch below the jet or nozzle 
opening. 

As gasoline flows from the main supply 
tank through the gasoline pipe or line into 
the float chamber of the carburetor, the 
float rises and the needle valve shuts off 
the further entrance of the fluid into the 
carburetor. 

When the engine is running • and using 
gasoline the float in the carburetor is con¬ 
tinually falling and rising slightly, always 
maintaining the approximate gasoline level 
in the float chamber. 

There are many types of floats and float 
mechanisms as will be seen in the illustra¬ 
tions of various carburetors in this instruc¬ 
tion. By referring to chart 74 the reader 
will observe several float and float valve 
arrangements.* 

Gasoline leaking into the float would in¬ 
crease i-ts weight, thereby changing the 
proper gasoline level in the spray nozzle 
and cause the carburetor to flood. 

Float valve mechanism: To the float an 
attachment is provided which will stop the 
flow of gasoline when engine stops. This 
action is obtained by the rising of the float 
(see fig. 1, page 148), also study the sim¬ 
plified explanation on page 141. 

The valve which cuts off the flow of 
gasoline is called the float needle valve. 

Side float type of carburetor: The float 
feed arrangement shown in chart 72, is 
shown placed to the side of the mixing 
tube. This form of carburetor is called a 

side float type. 

Another side float type is shown in fig. 3, 
chart 73: The float in this type of car¬ 


buretor is usually a tight box made of thin 
brass, the joints being made so there is 
little danger of leakage. In order to offset 
the danger of changing the level of the 
gasoline by tilting, the float and mixing 
chambers are as close together as possible. 


On the float arm is a small collar, in which 
rests the arm of a rocker, the rocker being 
pivoted in the center. The other arm of 
the rocker rests in a similar collar on the 
stem of the float valve. 


As the float rises, it carries with it its 
rocker arm, the rocker turning on its pivot. 
This depresses the other arm of the rocker, 
which closes the float valve and stops the 
flow of the gasoline into the float cham¬ 
ber. 


This is a very usual arrangement of the 
float valve, as it permits the valve to move 
downward as the float is moving upward in 
floating on the gasoline. 

The rod through the float forms the 
primer, or “tickler,” because depressing it 
lifts the float valve and admits gasoline 
for the purpose of priming, for starting 
in cold weather. 

In another form, the valve stem passes 
through the float, and is separate from it, 
the inlet of gasoline being at its lower 
end (fig. 1, chart 74), left illustration. 

A pivoted arm, or sometimes two or more 
are so set that the ends rest in a collar on 
the valve stem, and the outer ends, which 
are heavier, rest on the top of the float. 
As the float rises it lifts the arms resting 
on it, which depress the valve stem, closing 
the valve. When the float falls, the weighted 
end of the arms fall with it, lifting the valve 
stem, and thus opening the float valve. 

There are several other methods of 
connecting the float with the float valve, 
as shown in chart 74, page 148. 

The “gasoline adjustment or needle valve” 
on above carburetors are similar to the sim¬ 
ple form of carburetor described in chart 
72—as is also the “auxiliary air inlet,” 
but they are placed at different positions, 
yet giving the same results. 


The concentric float type: The floats are 
not always placed to the side; they are 
quite often placed around the mixing tube 
as shown in figs. 1 and 2, chart 73. When 
the float is placed around the mixing tube 
it is called a concentric type of float. 


♦Dyke’s working model explains a type of float mechanism used quite extensively abroad. The 
throttle on this type of carburetor is called the “sliding or rotary throttle valve type,” see 
page 154. 

♦For adjustment of floats of various standard carburetors, see next instruction. 


146 


DYKE’S INSTRUCTION NUMBER TWELVE. 



MIXTURE TO 
CYUNBER 


40 JU Stmt Hr roA 
CUT A A A! ft //VIET 


EtrflA At ft tftflfT 


Gftsoune /fifier* 


FLOUT- RING SNflPED 


SPRAY 
VolZLE 

GASOOME /MU 




nOJU$T/N6 SC REM 


CASOLME 
ACJuST.Vftrr 

n EE OLE VALVE 


Fig. 1.—Carburetor with the Float 
Around the Mixing Chamber, called 
the concentric type of float. Air supply 
is drawn in at bottom of mixing cham¬ 
ber below the spray nozzle. This il¬ 
lustration shows only the main air 
supply. 



At/f TV ft e 

outlet 


FLOAT 


SEA AT AOZILL 


A!A 1*1 Ei- 


Fig. 2.—Carburetor with the Float Around the 
Mixing Chamber (also a concentric type). Air 
supply is at the bottom, below the mixing chamber 
and is called the “main air supply.“ 

An Automatic Auxiliary Air Supply is shown at 
the top of the carburetor. This auxiliary air valve 
is called automatic, because the air is automatically 
controlled by the spring tension against the valve. 

If the Engine is Running Fast the valve will 
open wider and admit more air, caused by a greater 
suction. 

o 

The Throttle Valve (Butterfly Type), is shown 
in the outlet tube. This outlet tube connects with 
the intake pipe of the engine. The opening and 
closing of this throttle admits more or less gas to 
the engine and is controlled by hand lever on the 
steering wheel. 


fiD/vi’n/nr 

fOa nr 

aiB i/iitr 


ftrAA IHU£' 


At A in ill 


mtruHt ovtm 



nte oif iMirf 
CAiOnnC ACJUiTntnT 


-fLOAt VAlJt 


Fig. .3.—This Type of Carburetor has a Side Float Chamber. Note the float valve me¬ 
chanism attached to the float, to cut off the gasoline. The main air inlet is at the side but 
permits the air to enter below the spray nozzle. 

The Automatic Auxiliary Air Supply is taken in at the top (over the spray nozzle to the 
Side of mixing chamber), the same principle as the one in Fig. 2, but the arrangment only is 

CHART NO. 7.3—Explaining the side Float Type of Carburetor and the Concentric Tvno'nV Fir,,. 
Arrangement. Also showing a different arrangement of the Auxiliary Air Intake Valve 
which can be placed to the side or overhead. 

Concentric means (having the same center), the center of nozzle mixing chamber and of the float being identical. 






















































































































































































































CARBURETION. 


147 


The carburetor with the float pass^g 
around the mixing tube is called a ‘‘con¬ 
centric float’’ type because the float sur¬ 
rounds both the spray nozzle and mixing 
clamber, all having the same center. This 
makes a compact carburetor and maintains 
a constant gasoline level in the spray 
nozzle regardless of the angle at which 
the car may be. 

The float valve mechanism closing the 
gasoline inlet is attached to the “float.” 
On almost all concentric float carburetors 
the float is made of cork. 

The gasoline needle valve controls the 
flow of the gasoline to the spray nozzle, and 
the correct adjustment of it is necessary 
for the operation of the carburetor. It is 
also called the “gasoline adjusting screw.” 
Don’t confuse this needle valve with the 
“float needle valve.” 

In some carburetors this adjusting screw 
is placed at the top of the spray nozzle, on 
others at the bottom and on others, to the 
side. When placed as shown in flg. 2, page 
148, it also helps to break the gasoline 
into ‘‘spray. ’’ 

The regulation of this gasoline needle 
valve is very important and likewise very 
sensitive. After the carburetor IS once ad¬ 
justed by regulating the auxiliary air valve 
and the opening of this gasoline needle ad¬ 
justment valve—the slightest turn one way 
or the other of this valve, will make a dif¬ 
ference in the running of the engine. 

The type of gasoline adjustment needle 
valve marked (e), fig. 2, chart 74, is of 
the hand operated type, being adjusted 
only occasionally. Other types of “gaso¬ 
line adjustment needle valves” are; the 
mechanically operated needle valve, oper¬ 
ated by movement of throttle through a 
cam arrangement by hand (chart 84), and 
the automatic mechanically operated needle 
valve operated by action of the auxiliary 
air valve (chart 82) called “metering 
pins,” which will be treated farther on. 

The main air inlet or supply is on all 
carburetors. See charts 73 and 74. Note, 
(a), in fig. 2, chart 74, usually placed so 
the rush of air entering will surround the 
jet or spray nozzle. 

The auxiliary air inlet: The greatest 
diference in the air type of carburetor is 
in the position and action of the auxiliary 
air inlet. In the one shown (fig. 2, chart 
73), there are openings in the top (“extra 
air inlet”), closed by a valve pressed 
against them by a “coil spring,” whereas 
in fig. 2, chart 74 it is placed to the side. 

The auxiliary air valve is controlled au¬ 
tomatically by the vacuum created by en¬ 
gine piston which draws air through the 
auxiliary air intake, against a spring ten¬ 
sion; for instance, see the auxiliary air in¬ 


take (d) in the carburetor shown in (fig. 2, 
chart 74). 

Another method for automatically open¬ 
ing and closing the auxiliary air intake is 
shown in fig. 1, chart 75, see the ball (N). 
Instead of a valve and a spring, balls are 
utilized instead. 

The air valve spring. The weaker the 
spring the less vacuum it will take to draw 
the valve open, and it may be adjusted by 
means of a threaded sleeve (as in fig. 2, 
chart 74), or in various other ways. 

The stronger the spring, the less air. 
hence “richer” mixture. The weaker the 
spring; more air, “leaner” mixture. 

Float chamber is that part in which the 
float operates; it is sometimes placed around 
the spray nozzle and sometimes to the side, 
as previously explained. 

The float level: In different makes of 

carburetors, the level of the gasoline in float 
chamber, and the gasoline in the spray 
nozzle varies from about one-sixteenth to 
one-eighth of an inch below to top of the 
spray nozzle, see pages 166 to 168 “adjust¬ 
ing floats of carburetors.” 

Spray nozzle: The fuel is discharged 
into the mixing chamber through the 
spray nozzle. (Also called “jet tube.”) 

As its name implies, it is intended to de¬ 
liver the liquid in the form of a fine spray, 
which is: (1) vaporized more or less; (2) 
mixed with the entering air, and (3) car¬ 
ried by the suction into the engine cylin¬ 
der. 

The simplest form of spray nozzle is one 
having a single opening, as shown at (s) in 
fig. 2, chart 74. Some carburetors have two 
spray nozzles or jet tubes, as shown in fig. 
3. Another type has what is called a “mul¬ 
tiple jet” spray nozzle, as shown in fig. 4, 
see also upper right-hand illustration, page 
179. 

When a carburetor has more than one jet 
it is particularly adapted to a multiple of 
cylinders of large size and especially six 
cylinder engines. 

The mixing chamber consits of an enclos¬ 
ure or passageway containing the nozzle. 
The gasoline and air is mixed within this 
tube in proper proportions and then drawn 
through the throttle into the engine. 

The venturi tube around the spray noz¬ 
zle in the mixing chamber, is the accepted 
type and is now made in almost all makes 
of carburetors. The principle and purpose 
of the venturi tube around the spray noz- 
ple is in order to get a greater volume of 
air through a predetermined sized opening 
in quicker time. Explanation of the ven¬ 
turi action is shown in figs. 2 and 3, page 
152. 


148 


DYKE’S INSTRUCTION NUMBER TWELVE. 









Fig. 1—The Different Mechanisms for operating the float valve on side float type of car¬ 
buretors—there are several other types in use. T—is the float, usually hollow metal. V— i« 
the float needle valve. C—is the opening leading to the spray nozzle. F—is the pipe from 
the gasoline tank. 



Fig. 2.—Type of carburetor with 
a concentric type of float. Note 
the float (t) (made of cork) is 
constructed so that it surrounds 
the mixing chamber and the spray 
nozzle. 

• The main air intake (a) aux¬ 
iliary air intake (d) single jet 
spray nozzle (s) and throttle valve 
of the butterfly type (h) are shown 
in this carburetor. 

The hand adjusted gasoline 
needle Valve (e) is also shown. 

A hand controlled mechanically 
operated gasoline needle valve is 
shown in chart 84. 

An automatically controlled 
needle valve is shown in chart 82. 




A iULT!OLC-JLT ruCL Tubt 


OR A IN CO CM 


1MQOTTLC VhL'/E 


iNn-STQANCUNG 

ruBc 


v£ 

mil'll 


AUXILIARY 

~xnr 


HIGH SPEED ADJUSTMENT LEVER 


primary j:t 
MAIN A/P INLET 


CLAMP SCREW 
HIGH SPEEO AIR INLE T 


Fig. 3.—A carburetor of the side float 
and 4 ‘double jet” type. The hand ad¬ 
justed needle valves are shown at bot¬ 
tom of carburetor. 

Carburetors are also made with three 
or more jets, see fig. 6, page 149. 


Fig. 4—The Caxter; a true Multiple Jet Type"car- 
buret or with side float chamber. Seamless copper 
float. Auxiliary air valve spring subject to control 
from the car dash. This type is particularly adapted 
to six cylinder engines. ' 

This illustration is of the old model—see chart 
88 for improved model, upper left illustration 


CHART NO. 74 —Explaining Different Float Mechanisms. Gasoline Adjusting Needle. 
Double Jet and a Multiple Jet Carburetor. 










































































































































































































CARBURETION. 


149 


Carburetor 

Despite tremendous advancement made in 
internal-combustion engines during recent 
years, original methods of carburetion are 
still—broadly speaking—in practice. 

The. carburetor is still a comparatively 
primitive instrument, depending upon the 
suction of the piston during its descent on 
the inlet stroke to draw from a jet (spray 
nozzle) or jets—variable or otherwise—the 
necessary gasoline to mix with the air. 

This jet can be a fixed size or it can be 
variable. This spray of gasoline is at the 
mercy of the temperature, valve timing, ex¬ 
haust, inlet and combustion head design. 

Carburetors as we know them at the pres¬ 
ent time, are divided into five classes: 

(1) Air valve type—In this the fuel issues 
through a fixed orifice and the addi¬ 
tional air required when the throttle is 
opened is admitted through an auxil¬ 
iary air valve. (See fig. 2, page 144 
and fig. 5, page 150). 

(2) Compensating jet type—In this an aux- 


Principles. 

iliary fuel jet comes into action as the 
throttle is opened. (See page 181— 
Zenith.) 

(3) Metering pin type—In this the size of 
the gasoline orifice (jet) is increased 
automatically to increase the flow of 
fuel as the throttle is opened. (See 
page 151 and 178.) 

(4) Expanding type—In this there are a 
number of fixed orifices which come 
in action one after the other as the 
throttle is opened. See Carter and 
Master, pages 179 and 180, also 151. 

(5) *The “plain tube” or “pitot” princi¬ 
ple:—Is a modern principle now being 
adopted extensively. The metering 
pins, dash pots, auxiliary air valves are 
dispensed with. The action is to supply 
an increased supply of gasoline or rich 
mixture for acceleration and then thin 
down to an economic mixture for nor¬ 
mal engine speed. See page 177 for the 
Stromberg using this principle, and page 
80 0 for the Schebler, as used on the Ford. 


Air Valve Principle. 


To properly understand the “air valve” 
principle we will begin with the first prin¬ 
ciples. 

For a simplified explanation we' will use 
illustration fig. 1, page 144. 

The liquid gasoline enters the float cham¬ 
ber from the supply tank through the 
“float needle valve.” 

In the “float chamber” there is a“ float,” 
made either of cork, well shellaced to keep 
out moisture, or in the form of an air-tight 
metal box, which floats on the gasoline. 

As the gasoline enters, the float rises, 
closing the gasoline needle valve, shutting 
off the gasoline when it has reached a cer¬ 
tain depth. 

The gasoline runs out of the float cham¬ 
ber to the spray nozzle, the float keeping 
the gasoline at the same level in both. When 
the suction of piston draws the gasoline out 
of the spray nozzle, the level of the gaso¬ 
line in the float chamber drops, and as the 
float sinks, the valve is opened and more 
gasoline admitted. 

When the spray nozzle is made with a 
small opening, the gasoline comes out in the 
form of spray, instead of as a stream, which 
makes it vaporize quickly. 

In some carburetors, as the gasoline 
comes out of the spray nozzle it strikes 
against the end of a head projection, which 
breaks it into finer spray, and as the object 
is to make it vaporize as quickly as pos¬ 
sible, this is an improvement. 

In the simple float feed carburetor shown 
In fig. 1, page 144, and fig. 4, this page, it 


is only possible to adjust the amount of 
gasoline flowing to the spray nozzle. This 
is called the “Maybach” principle (see fig. 
1, page 144). 

Therefore the sim¬ 
ple form just de¬ 
scribed is satisfac¬ 
tory snly for an en¬ 
gine which runs at 
a steady constant 
speed, for the speed 
of the air current 
through it does not 
change, and the gasoline may be adjusted 
to correspond. 

The engine of an automobile, however, 

does not run at a steady speed; sometimes 
it is running fast and sometimes slow. 

The speed of the air current passing 

through the carburetor depends on the speed 
of the engine; when the engine is running 
fast the speed of the air current through 
the carburetor is much greater than when 
the engine is running slow. 

The greater the speed of the air current, 
the more gasoline it will suck out of the 
spray nozzle, and the adjustment of the 
gasoline flow that will give a correct mix¬ 
ture at a low speed will give a rich mixture 
when the air current moves at a higher 
speed. For this reason the air supply must 
also be varied in order to give the proper 
combustible mixture. 

Auxiliary Air Valve. 

To vary the air supply, different methods 
are used, but one used most is the auxiliary 
air valve, and this is where the “air-valve 
type ’ ’ carburetor derives its name. 



♦The “Pitot tube” is an instrument for measuring pressure in moving streams of gas or liquids. Can 
bo used facing in any direction, but as applied to the carburetor faces down stream. 

The Pitot tube has been used for years for measuring fire streams, chimney drafts, etc. In the car¬ 
buretor it is simply used to provide air at sufficient pressure to force the fuel from the well and be 
enclosed in the carburetor. 


















150 


DYKE’S INSTRUCTION NUMBER TWELVE. 


The Auxiliary Air Valve—its purpose. 


Maybach conceived the idea of using a 
float to keep the gasoline in spray nozzle at 
a constant level and to draw air around the 
spray nozzle as per fig. 1, page 144. Krebs, 
then added the auxiliary air valve, as per fig. 
2,page 144. 

The auxiliary air valve was designed for 
engines which run at changing speeds, so that 
an extra supply of air was admitted when 
the air current flows so fast that it would 
result in too rich a mixture. 

The action of 
this auxiliary air 
valve depends on 
the greater or 
less suction, that 
faster or slower 
speeds of the en¬ 
gine gives. 

In this parti¬ 
cular type, fig. 2, page 144, and fig. 2, 
page 14 6, the extra supply of air, which re¬ 
duces the rich mixture formed in the mix¬ 
ing chamber, is admitted through the valve 
placed above the spray nozzle which is con¬ 
trolled by an adjustable spring. 

The suction produced from the suction 
stroke of the piston draws the auxiliary 
valve open, just as an automatic inlet valve 
is drawn open. 

As the rush of air through the mixing 
chamber becomes greater and greater, be¬ 
cause of the increased speed of the engine, 
the air valve is drawn open corresponding¬ 
ly wider, the spring being adjusted so that 
the proper amount of fresh air is admitted 
to bring the rich mixture to the proper pro¬ 
portions. 

The float feed and the spray nozzle ar¬ 
rangement in both fig. 1 and fig. 2, page 
144, are the same, the difference being in 
the auxiliary air inlet in fig. 2. 

See fig. 2, chart 74 and note the auxiliary 
air valve as applied to th Schebler model 
D carburetor. 

The disadvantage of this type is that ow¬ 
ing to the relieving action of the spring 
valve, it does not increase the proportion 
in ratio, and is hardly suitable for the 
present day high speed flexible engine. 

There are several different models now 
manufactured, based on the principle of the 
auxiliary air valve only. In these, the 
problem is worked out in different ways; 
one manufacturer uses a “spring-controlled 
valve”; another hopes to get better results 


by regulating the movement of the valve by 
“two springs,” instead of one; still another 
maker adds an “air dashpot” with the 
hope of getting finer regulation and a bet¬ 
ter functioning of the auxiliary air valve; 
another uses a “dashpot filled with gaso¬ 
line”; and there are others who use metal 
“balls” to serve as the auxiliary valve; 
while others use what are known as 
“weighted air valves/’ in which the suc¬ 
tion lifts balls (L), as in fig. 1, chart 75, 
thus admitting the air which sweeps over 
the spray nozzle. While they all differ 
in the details of working out the design 
they are, nevertheless, based on the basic 
principle of the auxiliary air valvo as 
originally worked out, in fig. 2, chart 72. 
For simplicity in nomenclature we wdll re¬ 
fer to this type as the auxiliary air valve 
type. 

For air valve types of carburetors, see 
Kingston, fig. 1, page 152; Schebler model 
D, page 148. 

Relation of Acceleration to Gasoline 
Consumption. 

The rapid advance of high speed and 
multiple cylinder engines, have demanded 
“quicker acceleration,” meaning quicker 
“get away” or “pick up” of the engine. 

Flexibility of control means practically 
the same thing or the capabilities of the 
engine to “pick up” from low to high speed 
and vice-versa. Rapid “acceleration” and 
“flexibility,” both call for a sudden 
greater amount or percentage of gasoline 
to air. Quick acceleration therefore de¬ 
mands a surplus of gasoline for but a brief 
period after which the normal supply will 
care for the engine. It may be but a mat¬ 
ter of a few seconds, yet it is of importance 
that this additional supply be ready and in 
available form for that brief period. 

The Dash Pot. 

To meet the sudden demand for gasoline, 
the added nozzle, or multiple jet has been 
introduced by some makers, so that when 
the suddenly-opened throttle brings the 
auxiliary air valve into use, the valve in 
turn brings more gasoline into the mixture, 
an added supply. One maker does this by 
a “dashpot” on the auxiliary valve stem, 
this dash pot performing a regular pump 
stroke and forcing gasoline into the mixing 
chamber by way of a separate nozzle as the 
auxiliary air valve opens. Once open the 
pumping action ceases, but the nozzle re¬ 
mains open for a more even demand for 
more fuel. 



The Compensating Jet Principle. 


As stated, under a heading (2) on page 
149; the compensating jet type of carbure¬ 
tor is where an auxiliary fuel jet comes into 
action, as the throttle is opened. 


Types of carburetors coming under this 
heading would be the Zenith, page 181; 
Stromberg model “H,” page 177; Marvel, 
page 179. 














C ARB U RET ION. 


151 


The Metering Pin Principle. 


Metering pin type—In this, the size of the 
gasoline orifice or jet, is increased auto¬ 
matically to increase the flow of fuel as 

the throttle is opened. 
For instance, note the 
connection between 
the “throttle” and 
the “needle valve” 
in the spraying nozzle 
as shown on page 
174. By a carefully 
computed cam action 
it is possible to give a 
sudden lift of the 
needle and thus get the 
desired fuel supply 
quickly. 

The same company in another model-(T), 
have connected the “auxiliary air valve” 
with the “needle valve” in the nozzle (see 
above, and page 172), so that as the air 
valve opens there is a larger nozzle open¬ 
ing for the flow of gasoline. This principle 
is called the “metering pin” method. 

Proportion of air and gas: All of these 
methods of providing “acceleration” are 
based on the accepted belief that in car- 
buretion, different mixtures of air and gaso¬ 
line vapor are needed for different engine 
requirements. The days are past when the 
uniform-mixture argument 'dominated, the 
argument that the ideal carburetor was one 
that would give, say, a mixture of fifteen 
proportions of air to one of gasoline vapor 
'for all speeds, “acceleration,” “hard 
pulling” with open throttle, and high-speed 
work with open throttle, etc., etc. The new 
rule is that the amount of gasoline fed into 
the air volume must be changed according 
to demands, and that if a twclve-to-one or 
“rich” mixture might be best for quick 
acceleration, that a fifteen to one, or 
“leaner” mixture may be best for pulling 
with the throttle wide open and a seventeen 
to-one, or still “leaner” mixture for partic¬ 
ularly high speed work. Therefore a “vary¬ 
ing mixture” must be supplied. 

Example of a Carburetor with Both 
a Metering Pin and Dash Pot. 

The Bayfield uses a “metering pin,” 
’"hicli pin is lifted as the throttle opens in 
the main jet N, fig. 2, through a link ar¬ 



METERING 
PIN OPERATED 
BY 

[AUXILIARY 
VALVS 


Fig. 1. The 
Schebler model 
“T” with meter¬ 
ing pin operated 
by the auxiliary 
air valve. 


rangement, and so establishes a right to 
be classified as a metering pin type, but it 
goes further. It incorporates an auxiliary 
nozzle (AN) which also has a metering pin 
which is depressed when the auxiliary air 
valve opens. Thus by having two distinct 
nozzles it establishes its right also to be 
classified as an expanding type of instru¬ 
ment. 



Fig. 2. The Rayfield carburetor principle 
with “metering pin” connected with the 
throttle and “dash pot,” with auxiliary air 
intake, (see also page 175.) 


But the Bayfield goes still further in that 
it combines a pumping action on the gasoline 
in the auxiliary nozzle AN whereby a very 
rich mixture is furnished for acceleration 
whenever the air valve is suddenly opened. 
This is accomplished by the piston on the 
lower end of the air valve stem, this piston 
working in a “dashpot” filled with gaso¬ 
line. Gasoline enters the dashpot above the 
piston and is admitted->to the space below 
the piston by the disk valve in the piston. 
When the air valve suddenly opens, forcing 
the piston downward, this disk valve is 
automatically closed, forcing or pumping 
the gasoline upward through the dotted fuel 
passage into the nozzle AN, where it is 
sprayed into the inrushing air. Only when 
the valve opens is this pumping function 
occurring and at other times the gasoline 
issues through this auxiliary nozzle accord¬ 
ing to the suction of the engine. Thus the 
Rayfield is a compound of two metering pins 
in conjunction with the pumping function 
for acceleration. 


Other makes of carburetors using meter¬ 
ing pins are the 11 Schebler ” and “ Stewart ’ ’ 
see pages 172, 1 73, 174 and 178. 


Expanding Principle. 

% 

In the expanding principle, there are a 
number of fixed orifices w T hieh come into 

action, one after the 
other, as the throttle 
is opened. Types of 
this class of carbure¬ 
tors are shown in fig. 
6 and in the descrip¬ 
tion of the “Master” 
carburetor on page 


Plain Tube Principle. 

180, also on the “Carter” as described on 
page 179. 

Plain Tube Principle 

is different from this principle and other 
principles. It is the principle now being 
adopted by many carburetor manufacturers. 
For explanation of the “plain-tube” and 
“pitot” principle, see pages 149, 177 and 
800. 






























































152 


DYKE’S INSTRUCTION NUMBER TWELVE. 



Fig. 1.—The Kingston Carburetor. In¬ 
stead of using a Spring on the Auxiliary 
Air Intake; balls (L) Govern the Intake 

of Air through auxiliary air intake (G). 
(W) is the throttle .• * (E) Butterfly 

valve. (D) Connects to intake pipe on 
engine. (A) Main air intake. (V) Gaso¬ 
line needle valve. The float is concen¬ 
tric type. Venturi mixing tube. 




Fig. 2. Fig. 3. 

Explanation of Venturi. It two buckets 
are placed side by side, both filled with water, 
and for example a one inch opening cut in 
the bottom of each. One to have a plain 
opening as in Fig. 2-(A) and the other to 
have a “Venturi” opening as in Fig. 3-(A), 
the same volume of water would flow out of 
the Venturi one-inch opening in Fig. 3-(A) 
much quicker than through the plain one 
inch opening Fig. 2-(A). 

Note the shape of the Venturi opening 
(A), Fig. 3—then note a similar shaped tube 
in the mixing chamber in Fig. 1 of the 
Kingston Carburetor where arrow points 
lead from N. 


'ark 

Lsver?_ 



Fig. 4.—Illustrating the Connection between the 
Carburetor Throttle Valve on the Carburetor and 
the Throttle Lever on the Steering Wheel. The 

purpose of this drawing is to explain how the speed 
of an engine is controlled by hand (the usual 
method). 

The spark must be “advanced” as the throttle 
is opened. This is done by shifting the timer, and 
causing the spark at the points of the spark plugs 
in the cylinder to spark and ignite the gas earlier. 


f»-OAT 






"T/ OP CAS 
/vIR INTAKE 


THROTTLE 
LEVEA 

^mowing 

how THROT¬ 
TLE VALVE 
CUTS oep 
admission 


Fig. 5.—The Butterfly Type of 
Throttle Valve. 


CHART NO. 75—Explaining the Ball Type of Auxiliary Air Intake. Explanation of Venturi 
Speed Control with Throttle on Steering Wheel. 

























































































































153 


CARBURETION. 


Carburetor Throttle Valves. 


There are three types of throttle valves; 
the butterfly, rotary and sliding (see chart 
76). 

The butterfly throttle valve is the type of 
throttle used on almost all makes of car¬ 
buretors. This type of throttle is shown in 
fig. 1, chart 76. The mechanism and method 
for controlling the throttle is shown in fig. 
4 , chart 75, also see chart 91. (T). 

The throttle is placed in the mixture out¬ 
let, and the form that is shown is called a 
‘ 4 butterfly valve.’’ It is a disc of metal 
turning on pivots, so that it acts like the 
damper of a stove pipe. When wide open, 
the butterfly valve is edgeways to the flow 
of the mixture, but even in this position it 
presents resistance to the flow, which is 
something that should be avoided. 

The “rotary” throttle valve, fig. 2, chart 
76, presents no resistance whatever for 
there is no resistance offered. Also see 
“Master” carburetor, chart 89. 

The sliding throttle valve is another type 
which presents no resistance to the flow of 
gas. This type is seldom used although it 
was formerly used quite extensively when 
governors were used. (See chart 76, fig. 3.) 

Engine Speed; How Controlled. 

The simplest and probably the acknowl¬ 
edged popular method for controlling the 
speed of an automobile engine is by opening 
and closing the throttle valve oh the car¬ 
buretor by hand. 


A rod leading from the throttle lever 
on the throttle valve connects with a hand 
lever on the steering wheel. (See fig. 4, 
chart 75.) The driver then has the speed of 
engine under his control at all times. 

If running on a level and more speed is de¬ 
sired, the throttle is opened by the throttle 
lever until the required speed is maintained. 
By closing the throttle, the speed is de¬ 
creased. 

ildling. 

The throttle valve is never entirely closed; 
the lock screw (X) shown in (chart 82) pre¬ 
vents the throttle from closing entirely. 
Therefore engine will run slow or “idle,” 
as it is called, when the throttle valve lever 
on the steering wheel is closed and car 
standing. To stop engine entirely; throw 
off the ignition switch, (see page 171). 

The Accelerator. 

This is the usual means for controlling the 
speed of the engine, see chart 76, fig. 4. 

Governors. 

In the early days the governor was used on a 
few makes of pleasure cars but discarded. The 
governor is now used extensively on truck and 
tractor engines as a matter of economy. See in¬ 
dex “Governors,” and page 154. 

There are two types; the “throttling” type 
which governs the amount of gas entering cyl¬ 
inders and the “hit and miss” type which gov¬ 
erns the spark by cutting it off when engine 
speeds up. 

The former is the type in general use and the 
latter is used to a great extent on small stationary 
gas type engines. The larger stationary type 
engines use the “throttling” principle, fig. 5, 
page 154. (see index “Governors.”) 


♦Remarks on Starting an Engine. 


When an engine is started by cranking 
by hand, which is best done by a quick turn 
of the crank, it is necessary that a charge 
of vaporized, combustible gas be drawn 
into the cylinder, which is easy to ignite. 
It is also necessary to have a good electric 
spark to ignite the gas. 

If we attempt to .start, depending only 
on a magneto to supply this spark, it would 
be necessary to “spin” the crank in order 
to get the armature of the magneto up to 
sufficient speed to generate electricity; 
therefore the magneto is seldom used to 
• start on. The usual method is to start from 
coil ignition—its source of electrical sup¬ 
ply is derived from a battery—and after the 
crank shaft of the engine is in motion, th*en 
the switch is turned to the magneto, if a 
magneto is provided. If a generator and 
battery, then this action is automatic. Ex¬ 
plained further on. 

The modem method of starting an engine 
is by an electric motor, which will be ex¬ 
plained further on. 

In order to facilitate easy starting, by 
hand or motor, it is advisable to open throt¬ 
tle just before stopping engine; in order to 
draw in a good charge of gas—by speeding 
engine up with clutch out; this leaves a 
charge in the cylinder for starting later. 

Priming to Assist Starting. 

*When using the low grade gasoline, espe¬ 
cially in cold weather, the gasoline does 
not vaporize freely. Gasoline vaporizes 


more readily when warm than when cold. 
The most effective temperature seems to be 
about 170 degrees Fahr. 

Vaporizing really means evaporating, or trans¬ 
forming into vapor. The purpose of heating the 
mixture before it passes into the cylinder, is to 
make the gasoline more “volatile” or to evapor¬ 
ate quicker. 

When first starting, however, heat is not pro¬ 
vided, therefore some method of priming must be 
resorted to. That is. draw gasoline into the cyl¬ 
inder. (see page 156). 

One method of priming is to prime with a 
“tickler,” which means to depress the float by 
hand so that the float needle valve will open and 
admit gasoline to the float chamber. A wire is 
usually run from this “tickler” to the front of 
the car, where the operator can pull it and flush 
the carburetor before cranking (fig. 6, page 156). 

Another method for priming is called 
the “damper” or “choke” method, and is 
shown in chart 78A. Instead of lowering the 
float, the air intake is closed. This causes 
an increased suction of gasoline and is 
called “choking” the air supply. 

**Too much priming, however, will fill the 
float chamber so full, that gasoline will run 
out of the spray nozzle, giving a rich mix¬ 
ture, on which the engine will not start, 
therefore it will be necessary to close switch 
and throttle, and crank engine a few times 
to draw in more air, then open switch and 
crank again, at which time engine ought to 
start if there is a good spark. 

After engine is started, then some means 
for heating the gasoline so it will vaporize 
more readily should be employed. 


♦When an engine will not start during cold weather—an effective method is to pour boiling 
water over carburetor and inlet pipe. The “choker” or “damper” principle however, usually starti 
engine, per page 159. **See page 489, foot note, “starting an engine by opening switch.” 

**Too much does one of three things—see page 205, explaining. JSee also pages 169, 171, 652, 653. 


154 


DYKE’S INSTRUCTION NUMBER TWELVE. 


,tu rTKRKI \ TIIROTTI.K VALVK 


MOT A ItX Til IIOTTI.K X Al.\ K 



8UP1.NO THROTTl.K 
VALVES. 



Fig. 3. 


FIG 



accelerator 
DEDAL 


CARBURETOf 


Carburetor Throttle Valves. 

There are three types of carburetor throttle 
valves: (1) the butterfly type as per fig. 1; (2) 

the rotary type per fig. 2, and (3rd) sliding throttle 
per fig. 3. 

The butterfly typo is in general use; it may be 
placed in position as shown in fig. 1, or as per 
fig. 1, chart 75. Usually consists of a thin disk 
with a throttle lever which is connected with the 
hand throttle lever on steering wheel. 

The rotary type is different, but used for the 
same purpose. In the rotary type, the passage of 
gas from jet to intake manifold through passage 
(P), is controlled by a rotary cylinder (R). It is 
now shown full open, but by moving throttle lever (L), it can be 
closed or partially opened as desired. This is the principle used 
on the Master carburetor. 

The sliding throttle valve consists of a cylinder type throttle, 
but instead of being rotated, it is moved in or out of its passage, 
which controls the amount of gas passing to the intake manifold. 
As it is moved out, additional air is admitted through port holes. 
This type was the type formerly used with a governor. It is now 
practically obsolete. 

The Accelerator. 

Fig. 4. The accelerator consists of a foot pedal which opens 
and closes the carburetor throttle valve independent of the hand 
throttle lever. By referring to the illustration, it will be noted 
that the accelerator will operate the throttle of carburetor with¬ 
out moving the hand throttle lever by an arrangement as shown. 
When foot accelerator pedal is depressed, the rod (F) moves 
against a shoulder which is fastened to the throttle shaft. The 
end of the shaft (T) works free in a turn buckle (P). There¬ 
fore, the throttle can be opened without disturbing the hand 
lever. Or the hand lever can be operated without moving the 
foot pedal. The accelerator is used more than the hand 
throttle lever. Its purpose is the same as the hand throttle 
lever on the steering wheel; to open and close the throttle 
valve, (see also page 497, 492.) 

The accelerator pedal is the usual means of controlling 
h the speed of the car. When pressed downward for increase 
^ or released for decrease of speed, its action is instantane- 
c ous. When the accelerator is released, the engine immedi- 
1 tT.h ately resumes the speed determined by the positions of the 
W hand lever on the steering wheel. Although either the 
p| * * hand throttle lever or the accelerator may be-used to con¬ 
trol the speed of the car, the use of the hand lever is ad- 
sed for beginners. After confidence in driving has been 
gained, the more delicate action of the accelerator will be 
preferred. 

The word “accelerate” means to hasten, therefore the term 
is applicable here because it is quicker to operate throttling. 


SLIDING 



J,q(5 5 -The Centrifugal governoi 


FIG. 6 





T~4 


The Governor. 

Fig. 5. *There are no pleasure cars using the governor. Nearly all 
truck, tractor, marine and stationary engines use governors. One 
type of governor which is a “throttling” type, is the centrifugal ball 
type as illustrated in fig. 5. and which, no doubt the principle is familiar 
to all. The “sliding” throttle in carburetor is actuated by the movement 
of the sleeve controlled by the balls (B). The balls fly out as the speed 
increases causing the throttle to close. 

Fig. 6. The governor formerly used on the Packard: A “hydraulic” 
governor of the diaphragm type is located directly above the water pump. 
It is operated by the pressure of the water in the water circulation system 
and consists of a circular chamber divided by a flexible diaphragm of 
leather and rubber. Oq one side of the diaphragm is a water space 
through which passes the water of the circulating system. On the other 
side is an air space and a plunger head against which the diaphragm presses. 
The plunger is directly connected with the throttle valve. 

If a decrease in the load on the engine causes its speed to increase, 
the pressure of the water, circulated by the pump, increases and, con¬ 
sequently, the diaphragm exerts more pressure toward the rear, tend¬ 
ing to move the plunger and thereby close the throttle. As the engine 
speed decreases, the water pressure against the diaphragm is lessened 
and the throttle may open. 

The purpose of the governor is to prevent the engine from racing 
when the load was removed, as by throwing out the clutch or stopping 
the car without shutting down the engine, also to prevent driver from 
obtaining over a set maximum speed. 

This, however, was found unnecessary on pleasure automobiles, as 
high speed is a desirable feature at will of the driver, which is uiori 
easily accomplished with the movement of the hand throttle lever. 

The governor, however, is a very desirable feature on truck, tractor 
and marine engines where the engine is supposed to run at one fixed 
speed, yet the load varied, as the governor would then keep the speed con¬ 
stant although the load did vary and is a saving in fuel, wear and tear. 


CHART NO. 70—Types of Throttle Valves. The Accelerator. Governors. The sliding throttle and 
governor is seldom used. Merely shown to explain the principle. 

*See index for “governor,” used on truck and tractor engines. 









































































































CARBURETION. 


155 


^Vaporizing 

As previously stated gasoline gives off 
more vapor at about 170 degrees Fahr. It 
is the vapor mixed with air which is most 
desired. With the proper mixture there is 
more uniform power and flexibility. 

**Heating Methods. 

There are several methods employed for 
vaporizing, as follows: (1) by passing hot 
water from the water circulation system 
around the water jacket of carburetor, or 
intake manifold; (2) by passing exhaust 
gases from exhaust pipe around the water 
jacket of carburetor instead of hot water, 
also around intake manifold; (3) by taking 
_the warm air from around the exhaust pipe 
and passing it through the main air intake 
of carburetor; (4) by heating the mixture 
as it passes into cylinder. 

The above methods can be classified under 
two headings: (1) heating the air as it pas¬ 
ses into carburetor; (2) heating the mixture 
as it passes into cylinder. See pages 159, 
157, 160, 187, 855. 

tHeat Regulation Methods. 

Carburetting means to break up the gaso¬ 
line into infinitesimally small particles, 
mechanically, without heating, which is 
called “spraying.” This is the best metfiod, 
but very difficult to do so, owing to the 
different amounts of gasoline, passing from 
spray nozzle, and on account of the varia¬ 
tion of the throttle or the speed. 

$If a low gravity of gasoline is used, it 
is necesary to heat and vaporize the mix¬ 
ture, because it is practically impossible to 
break it up; but if it is a high gravity gaso¬ 
line, it generates into gas quicker. In other 
words, it is the vapor that we must obtain, 
which is possible with high gravity gasoline. 
But in using high gravity gasoline remember 
it will not stand as much heating as low 
gravity, for if there is too much heat used, 
then it makes the mixture so rare that the 
actual amount of gasoline that goes into the 
cylinder is so small and at such a low flash 
point, it ignites quicker, and will burn and 
expand more like powder. It will do its 
work and cool before the piston gets well 
under way, furthermore the pressure on pis¬ 
ton does not last as long, (see page 161.) 

Owing to the low gravity gasoline now 
being used, the mixture is not a true vapor. 
Instead of forming a gaseous mixture, it con¬ 
denses, inside of combustion chamber and 
manifold—therefore a plentiful supply of 
heat is required, (see pages 157, 158, 159.) 

Air control: Therefore, if some method of 
heating the mixture is employed, as shown 
in chart 7 8A, then the heat must be regu¬ 
lated, which is usually done by a dash board 
or steering column air control (fig. 4, chart 
78A), connected with the air intake of car¬ 
buretor. 


of Gasoline. 

Temperature regulator: After engine is 
well warmed up it ought to have more air, 
and the more air used, less gasoline required. 

If warm air was drawn into the carbure¬ 
tor after engine was very hot, then the mix¬ 
ture would be made too rare or lean. 

We also know that gas expands in direct 
proportion to the degree to which it is 
heated. Therefore, when heated too much, 
the gas is unduly heated or prematurely ex¬ 
panded to such an extent that it loses a cer¬ 
tain per cent of its energy. 

The best degree for general running ap¬ 
pears to be somewhat below the boiling 
point of water, i. e., between 170 degrees 
and 200 degrees Fahr. 

Therefore some means of admitting cool 
air must be employed which will mix with 
the warm air. This would be termed a 
“temperature regulator,” and is very sim¬ 
ple. See page 159. 

The use of low gravity gasoline requires 
more heating or vaporizing than a high 
grade. It might be compared with the fir¬ 
ing of a furnace with soft coal. 

If soft coal is properly fired and is properly 
mixed with air, it will produce the most heat with¬ 
out producing very much smoke. Just so with a 
low grade of gasoline. If properly vaporized it 
will work fairly well, otherwise carbon deposit 
and smoke will be the result, (see page 205.) 

High gravity gasoline may be compared with 
hard coal. It is very easy to get the proper mix¬ 
ture of air with the high gravity gasoline, be¬ 
cause it is so very “volatile”—meaning: there 
is more vapor, and less vaporizing is necessary 
and will “carburet” more readily; therefore it 
will work satisfactory in most any carburetor 
construction. Just so with hard coal, it will burn 
with less smoke and produce an equal amount of 
heat even though you burn it in an open shovel, 
and makes very much less smoke and carbon. 

On stationary and high duty marine engine* 
as low a gravity of fuel is used, as kerosene and 
oil, but before it can be used it must be “vapor¬ 
ized.” 

A correctly heated carburetor runs on less 
gasoline than an unheated one, therefore a 
closer adjustment of the gasoline needle 
valve or a smaller jet is necessary. 

An engine requires more gasoline in win¬ 
ter than in the summer as the gasoline does 
not vaporize and readily mix with the air 
until warm. 

If intake manifold is heated with water, the 
temperature is not so liable to cause overheating, 
as the temperature seldom goes above 170 to 200 
degrees, especially if a thermostatic principle is 
used as per fig. 2, pages 130 and 187. 

When intake manifold is heated by exhaust, the 
temperature is liable to increase to a high degree, 
when engine is run continuously for a long period. 
The latter system however, will heat the mixture 
quicker than the water system, when engine is 
cold. Therefore means for admitting cool air per 
figs. 1 and 3, page 159, and some means for cut¬ 
ting off the exhaust gases to manifold jacket ought 
to be provided, for long rims. 


*More heat is required in cold weather than warm weather. **See page 855, Packard method for 
“heating the mixture.” 

1 See also pages 157, 159, 187 and 860. 

JSee page 161. 


156 


DYKE’S INSTRUCTION NUMBER TWELVE. 



Fig. 1.—When Engine is first Started by hand 
or by a self-starter, the initial charge of gas must 
be drawn into cylinder. After it is compressed 
and exploded or ignited, the engine will then con¬ 
tinue to run. Note the starting crank releases after 
engine is started. 




Fig. 2.—Priming by pouring gasoline 
in top of cylinder, through pet cocks. 



Fig. 3.—Priming carburetor, turning 
adjusting screw. 



DIFFICULT STARTING IN WINTER. 

On a Cold Morning after Engine and all parts have 
Become Chilled, we find that with the ordinary grade of 
gasoline now in use, the gasoline doe? not vaporize readily 
until it is heated; therefore, considerable cranking of the 
motor is sometimes necessary in order to ignite the cold, 
damp, unvaporized gasoline. 

There are Several Methods of Overcoming this; one 
being to use a higher grade of gasoline, but even with the 
higher grade, which is difficult to obtain, on a real cold 
day the starting will be somewhat difficult, with some makes 
of carburetors. 

A plan quite often used is to have a small machine oil 
can filled with gasoline, which is squirted into the cylin¬ 
ders through the pet cocks, which are usually placed in 
the head of the cylinder. By injecting a small quantity of 
gasoline into each cylinder, then closing the pet cocks, this 
will give the engine its initial charge, and will often 
start the engine without further trouble. (See Fig. 2.) 

Another Method is to open the Gasoline Adjustment 
Needle Valve Several Turns before Cranxlng; this method 
is not advisable, however, because this adjustment valve 
is a very sensitive adjusted part of carburetor, and will 
throw the proper working of carburetor out of order after 
engine is heated up. If this method is employed be sure 
and mark a notch on the head of the valve, so that it can 
be turned back to its original adjusted position (Fig. 3). 

Recent Improvements in carburetors to make a motor 
"easy starting" consist of a mechanism which connects 
with the main air inlet and the auxiliary air inlet of the 
carburetor, which ploses these openings while cranking. 
This method causes the suction of the piston to draw into 
the cylinders a quantity of gasoline, which gives the same 
effect as if squirted in with the oil can. (See Fig. 4.) 

The Usual and Common Method is to connect a wire or 
rod to a damper placed in the main air intake. When 
starting is difficult close the damper. (See Chart 79.) 

In Either Method Explained, Remember that a Good Hot 
Spark must be provided in order to ignite this raw gaso¬ 
line, because it is harder to ignite when cold than after 
it is warmed up. 

It is also Advisable to be sure that no other trouble is 
the cause of the engine not starting, ror instance a leak 
around the intake pipe, leaky float or some obstruction in 
the pipe. 

v 


Fig. 4.—A Damper is Provided in the main air 
intake pipe. When closed the suction of gaso¬ 
line is more than air Sometimes the tension 
of the spring on the auxiliary air valve is regu¬ 
lated from the dash or steering post. This 
regulates the feed of gasol'ne or air. 


Fig. 5.—The oil can 
primer where gasoline is 
injected into manifold— 
simple and effective 
when other methods fail. 

Fig. 7. — A home 
made primer; a 
%" glass body 
oil cup of gas en¬ 
gine type is used. 


*Fig. 10.— The 
spray primer; a 
small injector 
pump. The suc¬ 
tion part of pump 
is connected to 
the gasoline sup¬ 
ply pipe between 
the tank and car¬ 
buretor. The 
other part con¬ 
nects to intake 
manifold; one stroke of plunger sprays a charge 
into the manifold. Imperial Brass Co., Chicago, 
manufacture a pump primer of this type, also 

Bay State Pump Co., 102 Purchase St., Boston. 




CHART NO. 77—Different Priming Methods. (Also see Chart 78 for Electric Primer.) 

See page 159, for "choker" method, which is the approved method for priming. *A priming wrinkle which ran 
b « l n coni ? ectlon ^ere, is to have an auxiliary tank on dash under hood—about 1 pint or quart size and fill 

with high gravity gasoline and use for priming mixture. See also, page 579, 788 for overheating causes. 


























































































































1B7 


CARBURETION HEATING. 



Fig. 1.—Hot water heating of carburetor: The 
usual method of connecting the hot water to the 
carburetor water jacket is to connect the upper 
water connection to cylinder water jacket or pipe, 
and lower one to suction end of pump (between radi¬ 
ator and pump). See that the connections are made 
in such a way that water will drain out of the car¬ 
buretor jacket when system is drained. Place a 
shut off cock in the line for use in extremely hot 
weather. 



Fig. 2. — Exhaust 
gases heating of car¬ 
buretor: The exhaust 
gases from the ex¬ 
haust pipe can be 
carried to the car¬ 
buretor water jacket, 
by tapping the ex¬ 
haust pipe and con¬ 
necting, a flexible or 
copper tube to water jacket. It is advisable to 
use as large a pipe as possible—say Vz inch, as it 
has a tendency to clog up. The other opening of 
water jacket is left open by a copper pipe connec¬ 
tion extending to lower part of engine for emission 
of gases. 




ROCKER ARM 

ADJUSTING BAH 

LOCKNUT 

WATER JACXET 

COMBUSTION 

SPACE 

PUSH ROD 


VALVE STEM 
VALVE SPRING 
VALVE CASE NUT 
VALVE CAGE 
VALVE 


CYLINDER 
VALVE LIFTER 
■ SCREW 
VALVE LIFTER 
DUST CAP 


MANIFOLD 


MANIFOLD 


HOTAIR 

CHAMBER 


WRIST PU1 


Piston 



Fig. 5—Buick’s exhaust heating of mixture. Note 
the exhaust manifold which adjoins the inlet mani¬ 
fold (IM). The lower 
part of exhaust manifold 
(hot air chamber) is di¬ 
vided from the exhaust 
(above). Air passes 
through lower chamber 
which is heated. Hot 
air is also drawn into 
jacket around upper part 
of carburetor by flexible 
tube connection (FT). Also see page 179, Marvel 
carburetor which is used on the Buick. 



Fig. 4 — Franklin 
exhaust method of 
heating the mixture. 
Note jacket which 
encloses intake mani¬ 
fold through which 
exhaust gas passes. 
A cut off is provided 
when engine becomes 
very warm. PI and 
P2 pipes are left 
open. 



wni u.r\ i 

JACKET/ 


CKR8URET0RI 
CONNECTS 
HE PE 


IWLET 


INlET 


TO CVL HE.AD 
WATER JACKET, 


n,.. r HOT wAltR HEATED 

intake, manifold 

LP*«TMU£>T [)C 
IN LINE 

*/’to'cvb>\ 
head Y\ 



Fig. 1A—Hot water heating of mixture as em¬ 
ployed on the Oldsmobile 8 cylinder V type engine. 

Note the hot water circulate* 
through a jacket around 
the inlet manifold. Thi* 
principle is more effective 
water., than heat around the car¬ 
buretor. Exhaust heat can 
be passed through this jack¬ 
et instead of hot water, 
which will heat the mix¬ 
ture quicker. (see also 
pages 82, 155 and 158.) 

Fig. 7 — Stutz hot 
water heated intake 
manifold. 


CONNECTION TO GASOLINE LINE. 
' BOHOM OF CARBURETOR OR 
VACUUM TANK 




iMtmr N* SCRCW INTO 

!!P''L.™ ' INLET PIPE 

^ HEATING COIL 
350°IN 50 SECONDS 


ONE CONNECTION 
ONLY TO ANY • 
BATTERY WIRE 



ATTACHED TO BOTTOM 
OF INSTRUMENT boaro 


Fig. 8.—Electric Primer. 


Fig. 8—Heating the priming mixture electrically; 
a pipe connects with gasoline supply. Primer is 
screwed into inlet manifold. Suction of piston 
draws in raw gasoline. An electric heating coil 
connected with battery heats the gasoline as it 
passes into manifold. (New York Coil Co., 838 
Pearl St., N. Y.) 



Fig. 9—“Hot-spot” heating of mixture by plac¬ 
ing the exhaust manifold adjoining the inlet mani¬ 
fold, but only as part of the inlet manifold is 
heated; the upper part. The idea here, is to pre¬ 
vent condensation of fuel. The liquid particle*, 
when they reach the top of the vertical passage, 
do not swing to the left or right with the gas, but 
go straight, since they are heavier, until they strikf 
the hot spot. 


i 


CHART NO. 78—Methods of Heating the Carburetion Mixture. See also page 187, 191. 

See page 744 for a home-made heated inlet manifold,and page 735 for “air and water” injection. 

See also, Packard Fuelizer, page 855. 






















































































































































158 


DYKE’S INSTRUCTION NUMBER TWELVE. 


+*Carburetion Heating Methods. 


Hot water heating (see page 157) is 
probably the most efficient for heating the 
mixture for reasons stated on page 155. 
When engine is cold after standing all night 
the water does not heat as quickly as if ex¬ 
haust gas heated, but when engine is run 
and warmed up and left standing, the 
water will remain warm for sometime and 
will quickly heat again. Therefore a water 
circulation around carburetor and inlet 
manifold with a temperature regulator 
(figs. 1 .and 3, page 159) is a very good 
system. Water heating system can only 
be used with engines using a force or pump 
water circulating system (see insert No. 3). 

Exhaust gas heating (see page 157) is 
the quicker method for heating the mixture, 
but overheating may occur. See page 155. 
The exhaust gases can be passed around the 
carburetor also jacket around the inlet 
manifold. For connecting the exhaust pipe 
with inlet manifold jacket a % flexible 
pipe with at least a %" opening should be 


used. For an outlet a copper pipe with Vfc 
or %" opening should be connected and 
carried to bottom of engine to emit the gas. 

Warm air may be drawn into the main 
air supply by means of a flexible pipe con¬ 
nection and hot air drum or stove as per 
page 159, in order to heat the air as it is 
drawn into carburetor. It is advisable that 
a temperature regulator be provided so 
cooler air can also be drawn in after engine 
is warmed up. 

Priming by “choking” the air supply, is 
the method now used to a great extent for 
starting, which usually consists of a valve 
in the warm air supply which can be en¬ 
tirely closed thereby causing an increased 
suction of gasoline. After engine is started 
the choke or valve is gradually opened as 
engine is warmed up, at which time as much 
air as possible to prevent missing, is pro¬ 
vided. Priming should be done sparingly, 
(see page 205). 


Carburetor Attachments. 


The inlet manifold is attached to the cyl¬ 
inder as explained on pages 159, 160, 164. 

The carburetor can be placed vertically 
or horizontally, per figs. 4, 5, page 160. 

On eight and twelve “V” cylinder en¬ 


gines, a duplex type of carburetor is used 
and is placed between the cylinders to one 
inlet manifold. See fig. 1A, page 157. 

Air control devices and hot air attach¬ 
ments, see pages 159 and 157. 


How To Determine Size Carburetor To Use. 


The size of the carburetor should be de¬ 
termined by the area of the valve opening 
on the engine and not by the cylinder dis¬ 
placement, as the former is a true measure 
of the engine capacity. A carburetor can¬ 
not deliver more charge to a cylinder than 
the area of the valve opening will allow 
to pass. 

A large carburetor with too much pas¬ 
sage area cannot cause an engine to deliver 
more power than it would with one having 
a passage equal in area to that of the valve 
opening. Too large a carburetor would not 
only waste fuel, but reduce the power of 
the engine by furnishing a weak mixture. 

If the carburetor is too small the engine 
will not develop its rated power, as it 
could not deliver a full charge at high 
speed. 

When a carburetor is small for the en¬ 
gine, it becomes very cold while in opera¬ 
tion as the amount of heat necessary to ef¬ 
fect the vaporization of the gasoline is more 
than is available from the entering air or 


than could be secured through the metal 
carburetor by conduction. The temperature 
of the metal part of carburetor becomes so 
low that water condenses on it, and, in 
some cases, is in the form of frost. These 
results are produced by the use of a car¬ 
buretor too small for the engine. To meet 
these conditions, some makers provide means 
for heating the air supply, as previously 
treated. 

It follows that the carburetor of proper 
size should have its passage area equal to 
the valve opening of the engine. In mul¬ 
tiple cylinder engines this area is equal to 
the valve opening multiplied by the number 
of suction strokes which takes place simul¬ 
taneously, determined from the sequence of 
cranks, also see chart 81. 

It will spell failure to fit a carburetor 
with a large jet and opening, to an engine 
in which the exhaust closes very early, be¬ 
cause, the surplus gas cannot be expelled as 
completely, as with an engine having a very 
late closing exhaust valve. 


Gasoline. 


The usual fuel for automobile engines is 
gasoline. Gasoline is distilled from min¬ 
eral oil (petroleum). 

When petroleum is heated, it gives off gases 
just as water, when heated, gives off steam. When 
these gases are cooled, they become liquids, and 
are called gasoline, kerosene, benzine, naptha, etc. 

The chief difference between them is their 
“volatility.” When a liquid turns to vapor, or 
gas, it is said to be “volatile.” 

Temperature makes a great difference in the 
volatility of liquids; for instance, thick, heavy oil 
is not volatile at the ordinary temperature of the 
atmosphere, but is volatile when heated. 

Gasoline is very volatile at the ordinary tem¬ 
perature of the atmosphere. It is so volatile that 

*See page 205. See pages 160, 827, 831 on 


it must be kept in air-tight tanks, for it would 
entirely evaporate if left exposed to the air. Be¬ 
cause of this volatility, gasoline must be handled 
with care to prevent fires and explosions. It 
should never be handled near an open flame. 

♦Results of using low gravity gasoline: A low 
grade of gasoline will produce poor results in any 
carburetor. Difficulty in starting is the main dis¬ 
advantage in its use as it is not as volatile as a 
high gravity. 

Inferior, or too much gasoline is generally indi¬ 
cated by a black smoky exhaust and disagreeable 
odor. 

When a low gravity of gasoline is used some 
method for vaporizing must be employed, as ex¬ 
plained on page 155. 

use of kerosene. **See also, pages 187, 855. 


CARBURET I ON HEATING. 


159 



An Ideal Heating System. 

Pig. 10.—Combination of heating the mixture 
and heating the air; exhaust manifold adjoins the 
inlet manifold which heats the mixture as it 
enters cylinders. Warm air is drawn around 
upper part of carburetor, admission of which 
is controlled by throttle which keeps upper part 
of carburetor warm. Warm air is drawn in main 
air supply w r hich heats the air. A temperature 
regulator controlled from dash, admits cool air 
into main air supply when engine is thoroughly 
warmed up. 

For starting, the lower air opening of carbure¬ 
tor can be closed entirely which “chokes” the 
air and causes gasoline to be drawn into cylin¬ 
der until engine starts. This system is used on 
the Nash trucks and is an ideal system. 


In chart 78 methods of heating the mixture as it passed into combustion chamber of cylinder was 
treated. We will now take up methods of heating the air. Also for “choking” the air entrance, to supply 
a priming mixture for starting. 

Hot Air Device. 
Fig. 1—illustrates 



lllillll (All I 

T\ opening of ca 
«k\ tor. A hot 
3 \J drum, also cal 


Fig. 1.—Showing how warm air 
is drawn into carburetor. Also 
how “choker” or air valve cuts 
off the air supply causing gaso¬ 
line to be drawn into cylinder. 



Fig. 2. — A temperature 
regulator or “air valve” 
used on the Zenith car¬ 
buretor. 



Fig. 3.—Temperature regu¬ 
lator used on the Holley 
carburetor. 



Fig. 4A. — Dash type air 
control. 

Fig. 4. — Steering column 
air control. 


a modern principle of 
heating the air as it 
is drawn into the 
main air supply 

carbure- 
a i r 
called a 
‘stove,” is fitted 
around the exhaust 

pipe. Not close but 
placed so that air can 
be drawn in where 
arrows indicate. A 
flexible tube then 

permits the air to 

flow to air opening 

of carburetor. 

A valve is provided, called the “air valve,” also called a “damper” 
or “choker,” which can be opened or closed by the “air regulator” 
lever, usually placed on the steering column or dash. This lever oper¬ 
ates a butterfly type of valve in the air opening of carburetor. 

“ Choking Air Supply to Start Engine. 

When starting engine, this air valve is closed which cuts off the air 
supply to carburetor and causes an increased suction of gasoline to en¬ 
ter cylinder (or an extremely rich mixture). This gives the initial 
priming for starting. Immediately engine is started, the air valve is 
slightly opened to admit air. As engine becomes warmed up the air 
valve is opened more and more until full open, or w r here engine runs 

without missing or jerking which is common during cold weather. It 

is well known that engines will miss when first starting, due to the 
gasoline particles being unevaporated, due to lack of heat, but after 
engine is warm the gasoline becomes vaporized and the engine runB 
without missing. *The idea is to run on as much air as possible at all 
times, therefore open the air valve to the point where missing will not 
occur. 

With this principle warm air will be drawn into carburetor at all 
times the air valve is open, but after engine is thoroughly warm and 
especially in summer, cool air can be drawn in—at opening “cold air.” 
This can be closed entirely in the winter or regulated by hand accord¬ 
ing to the weather. 

Temperature Regulator. 

Fig. 2.—Temperature regulator as used on the Zenith carburetor is 
shown in this illustration. It is placed on the air opening of carbure¬ 
tor. The air control lever or air regulator operates the “air lever” or 
“choke” valve (Y), admitting more or less warm air. 

The temperature of this warm air entering carburetor can be regu¬ 
lated by a band (Z) placed around the opening. The opening permits 
cool air to be drawn in and the use of this opening is governed more or 
less by the temperature. In summer, the opening (Z) is usually wide 
open, but closed more or less during cold weather. 

Another type of temperature regulator is shown in fig. S—it is the 
type used on the Holley carburetor. The principle is similar except, 
this opening (Z) is controlled from the dash. 

Inlet and Exhaust Manifolds. 

This subject is treated on pages 82 and 164, but a few words of ex¬ 
planation will be given here. 

The inlet manifold is connected to the port openings of the inlet 
valves. On a four cylinder engine it is only necessary to have two 
openings to the manifold as there are two inlet ports together (see 
fig. G-, page 64 and fig. 1 above). The carburetor is then connected to 
the flange as shown above with cap screws. 

The exhaust manifold is connected in the same manner. Usually 
screw studs project from the cylinder and a clamp holds both the inlet 
and exhaust manifold in place. 

For an engine to run slow and pull hard it is necessary that packing 
joint between carburetor and inlet manifold and inlet manifold and en¬ 
gine port openings be absolutely tight, to prevent air leaks. See pages 
164 and 171. 


CHART NO. 78-A—Methods of Heating the Air Entering Carburetor. Starting by ‘‘Choking’’ the 
Air Entrance. .. ,, , 

*8ee page 735 for a device for admitting water or steam and air into mixture in intake manifold, bee also, page 
855 descriptive of the Packard method for heating the mixture. 
















































































































































160 


DYKE’S INSTRUCTION NUMBER TWELVE. 


sir \y,\ 


This dash adjust, 
ment will open and 
|dose needle valve on 

carburetor for correct 
'adjustment for var- 

i lious running 

1 dions 

l _ 

condi- 


■ \IVARH A Hi HE!NO DRAWN 
It*TO HO r A/ft ft! RE 
OVER HOTEXHAUST 

pipe to cAounen 


Fig. 1. 


PAI HER ROO- 
rr closed 
MORE. OASOLUVE 
H SUCKED /NT<) 

I N TAP t 



-SABO l /HE SO PPL/ 
FROM tj AS OL LNE 
r A A/A 


0 A SO LINE IN¬ 
LET TO Nil r 
'NO CHAMBER 


• OR A/ ft 


THROTTLE lever CONNECTS 
WITH LEVER ON STEER/NO 

TO ADJUST THROTTLE LEV Eft 
TO PREVENT ENT/RE CUTT/NN 
OFE 6 AS WHEN ft UNN/N6 /OLE. 

Piston on suction 
Stroke, when inlet valve 
©pens. sucks in gaso¬ 
line as a squirt gun 
!dr<nvs in water—if car- 
■'buretor throttle valve 
is open 




Ford Carburetor. 


The illustration above is that of the model 
“Y” Kingston carburetor used on the Ford. 

Float Principle. 

When gasoline and air is drawn into cylin¬ 
ders by suction of piston, the float auto¬ 
matically lowers, thereby opening the float 
needle valve permitting more gasoline to enter 
the float chamber. When engine is not run¬ 
ning the float chamber fills up, causing the 
float to rise, thereby closing the float needle 
valve. This prevents more gasoline entering 
which w T ould cause overflowing and dripping. 
If the float happens to become loose or low¬ 
ered more than intended, it would not cause 
the needle to cut off the gasoline supply— 
hence dripping would result, (note dotted 
lines indicate the gasoline level.) 

Priming Method. 

The damper or “choker” or “primer” 
method for priming or feeding the engine 
more gasoline for starting in cold weather, 
is operated by closing the damper or “air 
valve.” This is used principally during cold 
weather. See Ford carburetor, pages 798, 802. 


Heating the Air. 

The air is taken in at the “air-valve” 
opening. A hot air pipe is shown connected 
which admits warm air to be drawn in from 
around exhaust pipe. This is a good example 
of how the air is heated before being drawn 
into cylinders. It will be noted that there is 
no auxiliary air valve on the carburetor. 

Heating the Mixture. 

This illustration (fig. 3) is that of the 
Wilmo exhaust heated intake manifold, de¬ 
signed for Fords and other cars. It is a good 



ture just before it passes into cylinders. 

The carburetor connects with the lower, or inlet 
part of the manifold—exhaust is upper part, with a 
plate between. By completely vaporizing the gaso¬ 
line no residue is left to seep into crank case to 
thin the lubricating oil. The Whittier Co., 2415 So.' 
Mich. Ave., Chicago, I11 M mnfgrs.—who claim an 
increase in mileage on a Ford. 


The principle of using kerosene is similar to that 
of using low gravity gasoline. It should be heated 
in order to obtain vapor which will mix with air. 
Kerosene, being of lower gravity (thicker) than 
gasoline, it must be heated more. However the 


A Ford Kerosene Burning Carburetor. 



Fig. 2—A kero¬ 
sene carburetor 
for the Ford. 


gasoline we are now being supplied with requires 
heat also and this principle will explain a very 
good type of exhaust heated intake manifold, which 
would also be satisfactory for present day low 
gravity gasoline. 

The hot-pin manifold, this particular one is termed, 
because the pins as shown, which are inside of the 
inlet manifold, turn the wet gasoline or kerosene 
into a vapor as it strikes the hot pins. 

The inlet manifold is cast directly into the ex¬ 
haust manifold, but of course, the exhaust gases do not pass into the 
intake manifold, but around it which soon warms the intake manifold. 

To use kerosene it is first necessary to use gasoline to start on. There¬ 
fore with this system there are two carburetor bowls. One on the left 
is for gasoline, and one on the right for kerosene. The engine is started 
on gasoline, from a small auxiliary gasoline tank with which it is con¬ 
nected. After starting on gasoline and running for a few blocks, in 
order to give manifold time to heat, the gasoline is cut off and the kero¬ 
sene side of carburetor is turned on. An operation controlled by a spe¬ 
cial designed throttle lever. Manufacturers are Kerosene Burning Car¬ 
buretor Co., 2015 Michigan Ave., Chicago, Ill. 


CHART NO. 7f)—Principle of Carburetor Action and Hot Air System for the Ford. Wilmo Exhaust 
Heated Manifold. A Ford Kerosene Carburetor—see also pages 827, 754. 



















































































C ARB U RET10N. 


161 


—continued from page 158. 

A test by hand: To ascertain how near kero¬ 
sene you are getting, pour a little gasoline in the 
hand. When it evaporates slowly and leaves a 
greasy deposit, it is a very low grade. When it 
evaporates rapidly and leaves the hand dry and 
clean, it is a higher grade. This furnishes a fairly 
reliable test. 

Testing gasoline with a hydrometer was the 
method used a few years ago. It was used as 
follows. Fill the glass tube with the gasoline 
insert the hydrometer, which will float. The grav¬ 
ity of the gasoline is determined by the depth 
the hydrometer sinks in it. A scale is graduated 
on the upper portion of the hydrometer and the 
level of gasoline indicates the specific gravity. 
The scale usually runs from 60 to 80. Gasoline 
under 60 test ought not be used. It averages 
about 64 to 68 and the better grade 72. 

Gravity is no longer an accurate test of 
the merits of the fluid, the only really accurate 
test being from a maximum and minimum boiling 
point. It is, of course, not practical for the aver¬ 
age owner to make such tests and the best rule 
is to purchase from a reliable distributor, who 
handles goods manufactured by responsible dis¬ 
tillers. 

Most of the gasoline today sold for motor car 
use differs from that of several years ago in that it 
is not all of one grade, but is a compound or blend 
of the different petroleum elements; some of it be¬ 
ing very light and volatile, while about one-fourth 
of it may have a boiling point higher than that of 
water, and is correspondingly difficult to convert 
into a vapor. 

To use this fuel it is necessary that the whole 
carburetor and intake manifold system be thor¬ 


oughly heated. \\ itliout this heat the carburetor 
setting will have to be changed and made richer 
than necessary, while the extra heavy part of 
the fuel, not vaporized, will burn slowly in the cyl¬ 
inder, forming carbon, sooting up spark plugs, 
etc. 

There is, of course, a period of time just after 
starting the engine cold, when the rich mix¬ 
ture will be necessary (and can be furnished by 
the dash control), but the control should be re¬ 
leased as soon as the engine becomes warm. 

It is also advisable, while the engine is cold, 
to avoid opening the throttle full, as the fuel va¬ 
porizes much more readily in the suction or partial 
vacuum which exists in the manifold while the 
throttle is partly or completely closed. 

In very cold weather it is advisable, instead 
of readjusting the carburetor or using the dash 
control continuously, to cover part of the radia¬ 
tor surface so that the normal temperature is 
maintained under the hood. 

In some parts of the country there is so great 
a range in the constituents of the gasoline sold 
that the lighter or more volatile fractions may, in 
warm weather, boil in the carburetor, under nor¬ 
mal operation of the car. In this case, the hot 
air supply to the carburetor may be disconnected, 
while care should be taken that the gasoline supply 
line from the tank to the carburetor does not ap¬ 
proach the exhaust pipe, cylinder walls or other 
heating influence. 

If the gasoline should catch fire, do not try to 
put it out with water, for as the gasoline will float 
on water, it will only spread the flames. Damp 
sand, flour or a wet blanket will smother the fire. 


*Low Gravity vs. High Gravity Gasoline. 


The proper gravity of gasoline to us© is gov¬ 
erned by conditions. In the summer a low grav¬ 
ity vaporizes much easier than in the winter; 
therefore the engine starts easier. 

A great many claim the low gravity gives as 
good or better results than high grade—probably 
it does, as there are more fheat units per gallon, 
but as a matter of easy starting and absence from 
carbon deposit, the high gravity is preferable, un¬ 
less the carburetor has been properly adjusted 
and priming and heating methods provided, (see 
page 155.) 

With the high gravity we have a high “flame” 
rate (mixture burns rapidly), whereas, with the 
low gravity we get a higher combustion heat, but 
slower “flame” rate. With a high flame rate 
the mixture burns rapidly—pressure rises quickly 
and imparts a powerful push at commencement 
of stroke, but falls away equally quick as the 
stroke progresses. 

With low gravity gasoline, the reverse occurs. 
The explosion generates slowly and does not im¬ 


part a violent shock, but with a retarded flame 
rate, the pressure predomniates through a much 
greater proportion of the stroke. The results 
are obvious, with high speed, as racing, the high 
gravity is best. For medium speeds, where 
steam-engine like power is required, combined 
with fuel economy, low gravity is. best—provid¬ 
ing the carburetor has been readjusted for the 
low gravity fuel and proper heating arrange¬ 
ments provided. 

Owing to the great amount of carbon in low 
gravity gasoline it is very necessary that the car¬ 
buretor be properly adjusted. 

The starting will be more difficult with low 
gravity, but with the use of a primer and hot air 
arrangement, this trouble can be overcome. 

It is a well known fact that an engine, espe¬ 
cially an old one with loose bearings and slack 
pistons, will run much more quietly on low grav¬ 
ity gasoline. The reason is due to the slow 
flame rate; the pressure is gradual on the pis¬ 
ton head and presses rather than slams. 


Fuel Troubles. 


Water in gasoline: Is indicated gen¬ 
erally when the engine runs irregularly and 
finally stops. This will often prevent start¬ 
ing of the engine. Water is frequently 
present in gasoline, and particularly when 
the tank is low, is liable to get into the 
pipes and carburetor. The drain cock at 
the bottom should be opened occasionally to 
let off the water. 

In cold weather, this water is liable to 
freeze, preventing the action of the car¬ 
buretor parts. Ice in the carburetor can be 
melted only by the application of hot water, 
(or some other non-flaming heat), to the out¬ 
side of the float chamber. 

Gasoline ought to be strained: Many 
carburetor troubles would be avoided if 
more care were taken to free gasoline of all 
dirt before its entrance into the tank. 


When filling the tank use a strainer funnel; 
chamois skin makes an excellent filter; if a 
wire gauze be used it should have a very 
fine mesh. In the absence of a strainer, 
funnel or chamois use three or four layers of 
fine linen fitted inside an ordinary funnel. 
Never use the same funnel for both gasoline 
and water. (See chart 80.) 

Old gasoline: Left in carburetor for some 
time, when car is not in use, will lose its 
strength. If the engine should not start 
easy, then drain the float chamber. 

A strainer should be on all gasoline tanks 
or lines as water and sediments being 
heavier, always settle at the bottom. 

Addresses of carburetor manufacturers 
classified under the type carburetor they 
manufacture is given on page 162. For 
detail information catalogs are of value. 


*It is important that the low gravity gasoline be heated, otherwise condensation takes place in cyl¬ 
inders, se6 page 205. tSee pages 861, 909, meaning of B. T U. 


162 


DYKE’S INSTRUCTION NUMBER TWELVE. 


Gasoline Troubles. 

The tank of a fuel system is always provided 
with a small hole, usually drilled through the filling 
cap, as per V, fig. 1, by which air may enter to re¬ 
place the gasoline as it is drawn off. 

If this hole becomes clogged with dirt the gaso¬ 
line in flowing out will tend to create a vacuum, 
and the flow will stop. 

The outlet pipe should project slightly above 
the bottom of the tank, so that water and dirt may 
settle, and not be carried to the carburetor—a filter 
screen should also be provided. 

If gasoline drips from feed line, examine con¬ 
nections A and if it drips from carburetor it is 

likely due to float 



If gasoline fails to flow to carburetor, see that 
V, fig. 1, is open. If this is open, then examine 
filter screen at bottom of tank. If this is open, 
then remove pipe B and blow it out. If this is open 
then take carburetor apart and see if clogged up 
with waste, or sediment. 

Gasoline feed pipe connections should use special 
unions as shown in fig. 5 and page 608. The 
threads are very fine and can easily be crossed. 
Therefore use precaution to not “cross-thread” 
when joining a gasoline pipe coupling as at (A). 
In B the threading is straight and correct. 

Gasoline rots rubber rapidly and should not be 
conveyed through a rubber hose, nor should joints 
be packed with rubber. Shellac or soap may be 
used when screwing joints together, as it helps to 
make them tight. 

Draining. The lowest point of the gasoline line 
on a vacuum feed system is the bottom of gasoline 
tank. Cn a gravity feed system it is at the carbu¬ 
retor. Strainer made of brass wire gauge is usually 
at the lowest point and should occasionally be re¬ 
moved and cleaned. 

To prevent water getting into the gasoline and 
freezing during cold weather, thereby clogging flow, 
strain through a chamois. 


It is said that static electricity will be generated 
when straining through a funnel and chamois and 

a spark is liable to ignite the gasoline. If funnel 
is grounded to tank this cannot occur. 

Broken gasoline pipe can be temporarily repaired 
by wrapping with tape. 

Air leaks cause missing: If engine persists in 
missing and is not the fault of ignition, then look 
for air leaks in the inlet manifold (per figs. 3 & 4 
and page 717) examine gaskets and see if a crack 
is in the intake casting—providing the trouble is 
not in the ignition. 

Leaks in the intake pipe gasket is a very com¬ 
mon cause for missing at low speeds, and is best de- 
tectel by letting the engine run at the missing speedfe 
Take a squirt can full of gasoline and squirt around 
all the intake pipe joints. If you detect any differ¬ 
ence whatsoever in the running of the engine there 
is a leak. 



Cracked flanges (per fig. 4) can be repaired by 
having welded by oxy-acetylene process. See page 
164 and 717, for kind of gasket to use. 


Gasoline Tank and Gauge. 

Fig. 27. Shows the gasoline tank used on the 
Studebaker-six. Note the connection to vacuum 
tank, also the gasoline gauge mechanism. As the 
tank is filled the float rises which causes bevel gear 
on float-rod to turn rod connected with gauge needle. 
See also, page 514 and 823 for other type of gauges. 



Carburetor Manufacturers’ Address. 


Mnfgr’a of Compensating Jet Type Carburetors. 

Stromberg. . . Stromberg Carburetor Corp., Chicago. 
Sunderman. . .Sunderman Corp., Newburgh, N. Y. 

Fletcher.L. V. Fletcher & Co., New York. 

Longuemare. .Longuemare Carburetor Co., New York. 

Zenith.Zenith Carburetor Co., Detroit. 

Marvel.Marvel Carburetor Co., Flint, Mich. 

Holley.Holley Bros. Co'., Detroit. 

Miller.Miller Carburetor Corp., Los Angeles. 

Ball & Ball. .Penberthy Injector Co., Detroit. 

Johnson.Johnson Co., Detroit (used by Reo). 

Tillotson.Tillotson Carburetor Co., Toledo. 

Juhasz.Carburetor Co., 244 W. 49 St., N. Y. 

Mnfgr’s Metering Pin Type Carburetors. 

Rayfield.Findeisen & Kropf Mfg. Co., Chicago. 

Schebler.Wheeler & Schebler, Indianapolis. 

Tom Thumb. National Equipment Co., Chicago. 


Stewart.Detroit Lubricator Co., Detroit. 

Heath.M. K. Bowman-Edson Co., New York. 

Webber.Webber Mfg. Co., Boston. 

H. & N.H. & N. Carburetor Co., New York. 

Newcomb. ... Holtzer-Cabot Co., Boston. 
Shakespeare. .Shakespeare Co., Kalamazoo, Mich. 


Mnfgr’s of Air Valve Type Carburetors. 


Kingston. ... Byrne, Kingston & Co., Kokomo, Ind. 

Zephyr.Federal Brass Works, Detroit. 

Breeze.Breeze Carburetor Co., Newark, N. J. 

Shain.C. D. Shain, Brooklyn, N. Y. 

K D.K-D Carburetor Co., Cleveland. 

f? sl & n .Ensign Carburetor Co., Los Angeles. 

Air Friction. Air-Friction Carburetor Co., Dayton O. 

Mnfgr’s of Expanding Type Carburetors. 

faster.Master Carburetor Corp., Detroit. 

Carter.Carter Carburetor Co., St. Louis. 


CHART NO. 80—Gasoline Feed Troubles. Gasoline Tank and Gauge. 























































CARBURETION. 


163 


Gasoline Feed Methods. 

There are five systems: (1) gravity; (2) sure; (4) gravity and pumping; (6) gravity 
pressure; (3) combined gravity and pres- and vacuum, (see page 164.) 

The Stewart Vacuum and Gravity System. 


Is explained on page 165. A few pointers as 
to the installation and care will be given here. 

Installation. 

The top of vacuum tank must be above level of 
gasoline in main gasoline tank when full, even 
when car is going down steep grade. 

The bottom of vacuum tank must be not less 
than 3 inches above carburetor, %c" copper pipe 
is used. 

Do not install directly over generator or wiring 


terminals, on which gasoline could leak. 

Never tap through a water Jacket if intak* 
manifold is provided with one. Always tap in¬ 
take manifold at point as close to the intake of 
one of the cylinders as possible. Be careful in 
bending tubing. The air vent must be placed at 
as high a point as possible under the hood. Best 
location for tank is on engine side of dash. 

On 8 or 12 cylinder, “V” type engines with 
two inlet manifolds, a “Y” connection is made 
at (D) on top of tank and both manifolds tapped. 


Care and Repair of Stewart System—page 165. 


Vent Tube Overflow. 

The air vent allows an atmospheric condition 
to be maintained in the lower chamber, and also 
serves to prevent an overflow of gasoline in de¬ 
scending steep grades. If once in a long while 
a small amount of gasoline escapes no harm will 
be done, and no adjustment is needed. 

However, if the vent tube regularly overflows, 
one of the following conditions may be cause: 

(a) Air hole in main gasoline tank filler cap 
may be too small or may be stopped up. If the 
hole is too small or if there is no hole at all, the 
system will not work. Enlarge hole to % inch 
diameter, or clean it out. 

. < b > Vacuum tank may not be installed quite 
high enough above carburetor. If bottom of tank 
is not 3 inches above carburetor, raise the tank. 

Gasoline Leakage. 

If gasoline leaks from system, except from vent 
tube, it can only do so from one of the following 
causes: 

(a) A leak in outer wall of tank may exist. 
If so, soldering up the hole will eliminate trouble. 

(b) Carburetor connection in bottom of tank 
may be loose. If so, it should be tight. 

(c) There may be leak in tubing length D or 6. 

Failure to Feed Gasoline to Carburetor. 

This condition may be due to other causes than 
the vacuum system. To test; after flooding the 
carburetor, or “tickling the carburetor,” as it is 
commonly called, if gasoline runs out of the car¬ 
buretor float chamber, you may be sure that the 
vacuum feed is performing its work of feeding 
the gasoline to carburetor. 

Another test is to take out the inner vacuum 
tank, leaving only the outer shell. If you fill this 
shell with gasoline and engine still refuses to run 
properly, then the fault clearly lies elsewhere and 
not with the vacuum system. 

If the trouble of failure to feed is in the vacuum 
tank, one of the following may be the cause: 

(a) The float (G), which should be air-tight, 
may have developed a leak; thus filling up float 
with gasoline and making it too heavy to rise 
sufficiently to close vacuum valve. This allows 
gasoline to be drawn into manifold, which in turn 
will choke down the engine. 

(b) Flapper valve may be out of commission. 

(c) Manifold conenctions may be loose—allow¬ 
ing air to be drawn into manifold. 

(d) Gasoline strainer or tubing clogged up 
(below K, fig. 2, page 165). Look to this first. 

Remedies for Above Troubles. 

(a) To repair float; remove top of tank (to 
which float is attached). Dip the float into a pan 
of hot water, in order to find out definitely where 
the leak is. Bubbles will be seen at point where 
leak occurs. Mark this spot. 

Next, punch two small holes, one in the top 
and the other in the bottom of the float, to permit 
discharge of the gasoline. Then solder up these 
holes and the leak. Test the float by dipping in 
hot water. If no bubbles are seen, the float is 
air-tight. 

In soldering float, be careful not to use more 
solder than required. Any unnecessary amount of 
solder will make the float too heavy. 

To overcome the condition of a leaky float tem¬ 
porarily until you can reach a garage, remove plug 


(W) at the top. In some cases the suction of 
the engine is sufficient to draw gasoline into tank 
even with this plug open, but not enough to con¬ 
tinue to be drawn into manifold. If, however, 
you are not able to do this, close up plug (W) 
with engine running. This will fill tank. After 
running engine until tank is full remove plug (W) 
until gasoline gives out. Continue repeating same 
operations until a repair station or garage is 
reached, when the leaky float can be remedied. 

(b) A small particle of dirt getting under the 
flapper valve (H), might prevent it from seating 
air-tight, and thereby render tank inoperative. 

In order to determine whether or not the 
flapper valve is out of commission, first plug up 
air vent; then detach tubing from bottom of tank 
to carburetor. Start engine and apply finger to 
this opening. If suction is felt continuously then 
it is evident that there is a leak in the connec¬ 
tion between the tank and the main gasoline 
supply, or else the flapper valve is being held off 
its seat and is letting air into the tank, instead of 
drawing gasoline. 

In many cases this troublesome condition of 
the flapper valve can be remedied by merely tap¬ 
ping the side of the tank, thus shaking loose the 
particle of dirt or lint which has clogged the valve. 
If this does not prove effective, remove tank 
cover, as described below. Then lift out the inner 
tank. The flapper valve will be found screwed 
into the bottom of this inner tank. 

To FiU Tank. 

To fill the tank, should it ever become entirely 
empty; with the engine throttle closed and the 
spark off, turn the engine over a few revolutions. 
This takes less than ten seconds, and will create 
sufficient vacuum in the tank to fill it. 

If the tank has been allowed to stand empty 
for a considerable time and it does not easily fill 
when the engine is turned over, this may be 
caused by dirt or sediment being under the flap¬ 
per valve (H). 

Or, perhaps, the valves are dry. Removing the 

plug (W) in the top and squirting a little gaso¬ 
line into the tank will wash the dirt from this 
valve, and also wet the valves, and cause the 
tank to work immediately. This flapper valve 
sometimes gets a black carbon pitting on it, 
which may tend to hold it from being sucked 
tight on its seat. In this case the valve should 
be scraped with a knife. 

To Clean Tank. 

Remove the top of tank and take out inner 
shell or vacuum chamber. This will give access 
to lower chamber from which dust or dirt may 
be removed. Clean tank every three months. 

To Remove Top. 

After taking out screws, run the blade of a 
knife carefully around top, between cover and 
body of tank, so as to separate gasket without 
damaging it. Gasket is shellaced. 

Auxiliary vacuum pump; on some cars (Hud¬ 
son), a small hand vacuum pump is provided on 
dash, which if vacuum tank should become empty, 
it would not be necessary to turn engine over, but 
merely operate pump connected by check valve to 
pipe C, page 165, which will create sufficient 
vaexium to draw gasoline from main tank. 

Engine primer; see foot note, page 165. 


Additional pointers: suction valve (A) and atmospheric valve (B), fig. 2, page 165, can easily be 
ground if necessary. The spring (E) may be weak. There is a fibre washer at bottom of stem 
on float—this sometimes swells and causes trouble—always look for air leaks first—if tank will not fill. 


164 


DYKE’S INSTRUCTION NUMBER TWELVE. 



FIG. 2 


V \ riLfea ^ 4 " J 
_] { txmiir H 


4 ft r GaIoliHk 



FIG. 3 



t 



——r~ -. . . 

N=- 

- - - -. 


- ... — ... .. 


” 4A$OLtV£ 





«*»(««« mx* 

1 ev «5«ir v* cur . 



Pig. 4 —Carburetor Attached Hort- Fig 5 —A Carburetor Attached to 
zontally the Intake Manifold Vertically 


Some of the methods which have been employed for 
*ix cylinder engine inlet manifolds. A modern construe 
tion is shown in lower illustration, page 82. 



Gasoline Feed Systems. 

Fig. 1.—Gravity feed tank is placed above th# 
level of carburetor so that the gasoline flow* 
from tank to carburetor by gravity. The tank 
can be placed at any point on the car, just so 
it ia above the level of carburetor. 

The disadvantage on large cars where tank 
is not close to carburetor; when ascending hills, 
or on the side of an incline the gasoline may 
fail to flow through pipe. 

Fig. 2. Pressure Feed—With this system the 
tank is placed in the rear and is air tight. A 
hand air pump is connected to obtain the initial 
pressure in tank. After engine is started the 
exhaust gases pass through check valve to tank, 
creating a pressure, which forces the gasoline 
to carburetor. 

A small pipe is used for the exhaust passage. 
The pipe being exposed to the air, the gases are 
cooled and prevent a flame. The check valve 
prevents the gas passing back, as it can pass but 
in one direction. 

Disadvantage—The pressure is liable to In¬ 
terfere with the proper operation of the float.* 

Fig. 3. Combined gravity and pressure feed— 
gasoline is forced by exhaust pressure from tank 
to an auxiliary tank, placed above the level of 
the carburetor—the gasoline then flows to car¬ 
buretor by gravity. 

The auxiliary tank is small and is placed close 
to carburetor, so the gasoline will always feed. 

The modern gasoline feed system is explained 

in chart No. 81A. 

Carburetor Gaskets. 

When fitting a carburetor, a gasket must be 
placed between the carburetor flange and th# 
flange on intake pipe. 

The best form of gasket Is copper, interlined 
with asbestos. Multibestos or similar material 
can also be used and coated on each side with 
shellac. Leather could also be used here but 
would not answer elsewhere, because it would 
get too hot. If material is used which has a 
rough edge, it is important to watch that none 
of it gets into the carburetor pipe. 

At the point (D) where inlet manifold covers 
the inlet ports, a copper gasket must be used 
and drawn tight to prevent air leakage. Be 
sure there are no air leaks where carburetor 
joins the intake pipe, and where the intake pipe 
connects to the engine. 

The air inlet of the carburetor, if exposed to 
dust and dirt, should be placed so that dust 
may not be drawn in. 

The inlet manifold, connecting the carburetor 
to the inlet valve port chamber, should present 
no resistance to the flow of the mixture. Sharp 
bends or turns will make it harder for the mix¬ 
ture to pass. 

When fitting a carburetor be sure there is no 
vibration, if there is, the result will probably 
be a broken flange as shown in chart 80. If 
there is vibration, place a small iron hanger 
from a nut on engine frame to carburetor, to 
steady it and also to take strain off intake pipe. 



Carter Gasoline 
Pumping System. 

Instead of draw¬ 
ing gasoline to 
the tank by a 
vacuum, the dia¬ 
phragm pump (D) 
pumps the gaso¬ 
line. E—connects 
with combustion 
chamber of cyl¬ 
inder by small 
copper pipe. 

Compr e s s i o n 
causes diaphragm 
(D) to work in 
and the spring 
forces it back, 
causing a pump¬ 
ing action. 


Inlet Manifolds. 

Engine manufacturers endeavor to make a 
manifold which will have the le*ast number of 
curves, and as straight and as short a path for the gas to travel 
through as possible. 

The ideal inlet manifold is easily specified. It is one in which 

no unnecessary resistance is offered to the flow of the mixture. 

An inlet manifold for a six cylinder engine which will deliver 
an equal mixture to each cylinder has been a problem with manufac¬ 
turers. If the distance is too great the gas tends to condense. 

The inlet manifold in use today, is smaller in diameter than 
formerly, owing to the poor grade of gasoline. The fuel i* harder 
to ‘‘break up’’ and will not vaporize readily—therefore it con¬ 
denses and clings to the inner walls of manifold. By having 
smaller intake manifolds, the mixture is sucked through at a greater 
speed, which in a way prevents this condensation. 

With too large an intake, using present low gTade fuel, after a hard 
pull, the engine tends to “choke” and miss until it runs a short 
distance on a closed throttle. 

Water jacketed manifolds are now the approved method. See 
(lower illustration), page 82. On many engines the intake manifold 
is cast right into the cylinder, (see also page 157.) 


CHART NO. 81 —Gasoline Feed Systems—simplified. Attaching the Carburetor. Inlet Manifolds. 
See index for “Air Pressure Gasoline Feed System.” *When air pressure is used, if carburetor has a small float 
the pressure should not be over 2 % or 3 lbs. With a larger float, the greater area will withstand more varia¬ 
tion m pressure. 
































































































































































































































GASOLINE FEED SYSTEMS. 


165 



VACUUM 

CHAMBER 

GRAVITY 
TANK. —f 


GAS TD T 
ENGINE^ f. 


Gauge 


Gasoline 
Tank ( 


4 . Inlet from Gasoline Tank-O 

5. Toggle Lever Operating Valves-£ 

6 . Flapper Valve-H 

7. Suction Line to IntakeManlfoId- C 

8. Vent FOR jmr, 

9. Vent Valve-A 

10. Outer Supply Chamber-L 
11 Float-G 

12. Gasoline In Float Chamber 

13. Shut-off Valve to Carburetor 

14. Primer Supply Pipe 
15 Drain Valve-J 


gasoline put into tank 
AT FILLER OPENING 0 ) 


ll) Filler Cap 

V 


PROM CARBURETOR 
GAS AIR. MIXTURE IS 
DRAWN THROUGH 
INTAKE manifold TO 
CYLINDERS AT(T) 


INTAKE 

MANIFOLD 

ib- 


li— GASOLINE DRAWN 
THROUGH D' TO VACUUM 
CHAMB£R(\R) BV SUCTION 
OF INTAKE MANIFOLD 
AT-N** THROUGH PIPE"C 


Carburetor 


3— from VACUUM 
CHAMBER GASOLINE 
FLOWS TO GRAVITY TANK THROUGH (6) 
THENCE TO CARBURETOR BY GRAVITY. 


3. Strainer 




The Stewart Vacuum Gasoline System. 

Referring to upper illustration it will he noted that gaso¬ 
line is fed by gravity to carburetor in the usual manner, by 
a gravity tank, which is combined with a vacuum system of 
drawing the gasoline from the main gasoline tank. In other 
words the same gravity principle of feeding gasoline to the 
carburetor is utilized but the auxiliary or gravity tank and 
the vacuum suction system is placed on the inside of the 
dash (usually) above and near the carburetor, so that the 
gasoline will feed to the carburetor at all times regardless 
of the angle or position of car. 

The difference in this system is that of drawing the gaso¬ 
line to this tank, as the main gasoline tank is below the level 
of the gravity tank. Instead of air being applied to the 
gasoline in the main tank to force the gasoline to the gravity 
tank, it is sucked by a vacuum process through pipe (D) to 
the vacuum chamber (12), thence it flows through trap or 
flapper valve (6) to the gravity tank, thence to carburetor. 

This vacuum is created by suction at intake manifold 
through pipe C, connected at N.* We know that a great suc¬ 
tion takes place in the intake manifold when pistons are 
working. Therefore this suction is utilized to create the 
vacuum as will be explained below. 

Principle of Operation. 

There are two chambers; the upper or vacuum chamber and the 
lower chamber or gravity feed tank. 

When there is no gasoline in either chamber, the float and levers 
E and F, to which float is connected, closes the valve B which admits 
air into the vacuum chamber and at the same time opens the valve 
A connected with the suction pipe C which is connected with the 
intake manifold. 

If engine is working, (by crank or power), a vacuum is then cre¬ 
ated in the upper chamber which closes the flapper H (by suction), 
thereby making upper chamber absolutely air tight, which creates 
a vacuum and causes the gasoline to be drawn from main gasoline 
tank to vacuum or upper chamber. 

As the gasoline enters upper or vacuum chamber the float rises, 
and through lever E and F, connected to float, the valve A to intake 
manifold is closed, thereby cutting off further suction and at the 
same time valve B is opened, which permits air to enter the vacuum 
chamber, through air vent tube. 

Air entering vacuum chamber causes flapper H to open which ac¬ 
tion permits the gasoline in vacuum tank to flow into the lower 
chamber or gravity tank, thereby causing the float to lower as the 
gasoline flows out. 


As the float lowers, the operation of levers E and F is again brought into action, and valve A is 
again opened and B closed, which again causes H to close, and the vacuum and suction takes place again, 
as explained above. It will he noted that the lower chamber is always open to air circulation through the 
“air vent tube,” otherwise the gasoline would not flow by gravity to carburetor. 

♦Note_although connection of pipe (C) is shown in center of manifold at (IT), the usual plan is to 

connect it near end of manifold, as the vacuum is greater at a point closer to one of the cylinders. 

Primer (14) above, is a connection used by some of the car manufacturers for connecting with hand 
pump on dash, similar to fig. 10, page 156, for priming engine to start during cold weather. 


CHART NO. 81-A—The Stewart Vacuum Tank and Gravity Feed to Carburetor. Manufacturers 
are Stewart-Warner Speedometer Corp., Chicago, ill. 

























































































































166 


DYKE’S INSTRUCTION NUMBER THIRTEEN. 


INSTRUCTION No. 13. 

* CARBURETOR ADJUSTMENTS: Parts to Adjust. Carbure¬ 
tor Troubles. Adjustments of Leading Carburetors. 


The principle of carburetion is treated in 
instruction No. 12, and it will be advisable 
to start at the beginning of the subject and 
master tlie fundamental principles before 
taking up the subject of adjustments in this 
instruction. 

Kerosene carburetors for marine and sta¬ 
tionary engines, are described elsewhere in 
this instruction (see index). And motor¬ 
cycle carburetors are described in Dyke’s 
Motor Manual. Ford carburetors are de¬ 
scribed under Ford instruction. 

A Few Words on Adjustments. 

First and most important thing to learn 
about any carburetor is to let it alone as 
long as it is working properly. Never tam¬ 
per with the carburetor until you are quite 
sure that it is at fault. 

Test engine for compression, see that there 
is a good hot spark occurring in each cyl¬ 
inder at the right time, and gasoline in the 
tank. The carburetor should be the last 
thing to touch. 

If the engine refuses to start, first flood 
the carburetor by holding down the tickler 
above the float chambr; if gasoline does not 
appear, look for a leak or an obstruction in 
the pipe; a closed shut-off valve or a dirty 
strainer. 

If the tickler shows gasoline in the float 
chamber look for trouble in the clogged 
spray nozzle. 

If the carburetor floods or leaks gasoline 
when the car is standing, look for an ob¬ 
struction under the float valve or a leak at 
one of the connections. 

If the engine starts, but a “popping” 
noise occurs in the carburetor when the 
throttle is suddenly opened, it indicates a 
lean mixture. Open the needle valve slight¬ 
ly or put in a larger jet if there is no needle 
valve. 

If the engine runs sluggishly with a black 
smoke at the exhaust, it indicates too rich 
a mixture. Close the needle valve slightly. 

If the engine refuses to idle properly, or 
lacks “ginger” or “pep” at the higher 
speed, close the air adjustment slightly, and 


if not already too rich at low speed, the 
gasoline needle valve may also be opened 
slightly by turning to the left.- 

Parts to Adjust—Air Valve Type. 

The three principal parts of a carburetor 
used for making adjustments are: the aux¬ 
iliary air valve, the gasoline needle valve 
and the float mechanism. 



Three principal parts of an air valve 
type carburetor for adjustments. 


Some carburetors do not have auxiliary 
air valves, but depend upon the main air 
supply opening and a “gasoline needle 
valve” for adjustment. For instance; the 
Kingston Model “Y” on the Ford (page 
160); the usual method of adjusting this car¬ 
buretor is to start the engine, advancing 
the throttle lever to about the sixth notch 
with the spark retarded. 

The flow of gasoline should now be cut 
off by screwing down the needle valve un¬ 
til the engine begins to miss-fire; then 
gradually increase the gasoline feed by 
opening the needle yalve until the engine 
picks up and reaches its highest speed, and 
until no trace of black smoke comes from 
the exhaust. Having determined the point 
where the engine runs at its maximum speed, 
the needle valve is left adjusted at this 
point. There are other carburetors which do 
not have “auxilia y air valves” or “needle 
valves” to adjust. This and other types will 
be explained further on. 


♦Float Troubles and Adjustments. 


When a carburetor drips this usually in¬ 
dicates the float or float valve mechanism is 
out of adjustment. This prevents the float 
needle valve from properly closing. For in¬ 
stance, the float may be loose, as shown in 


illustration, at the float screw, the gasoline 
then reaches a higher level than the spray 
nozzle or jet— result, overflowing at the 
spray nozzle. 

—continued next page. 


*See index for “Digest of Troubles;’’ for carburetor troubles, in addition to pages 170 and 171 

Carburetor repair bench. A space should be set aside in every shop for testing and repairing 
carburetors. 

A suggestion for a repair bench is to place a galvanized iron pan over one part of the work 
bench. Then place a 4" machinists vise opening 5^" on the bench to hold the carburetor being 
tested. Place a pan under vise to catch gasoline 'drippings. Place a small tank with shut-off cock 
and tube about 6" above level of carburetor. The carburetor is held in vise while testing the float 
level and to see that it does not leak. The vise is also necessary for other repairs. 









167 


CARBURETOR ADJUSTMENTS. 


There are several causes for a dripping 
carburetor; either the float needle valve 
does not seat; due to sediment under it, or 
perhaps it is worn. If sediment is the cause, 
the needle valve can be turned a few times 
on its seat and probably clear the obstruc¬ 
tion. On some carburetors, the float-needle- 
valve is in the form of a rod running 
through the float, as in fig. 1 , page 14 8. 

If the leak is not in the float-needle- 
valve, then it is likely due to the float be¬ 
ing set so that it does not cut off in time 
to prevent overflowing at the jet. Or if a 
metal float; there may be a small hole in it 
preventing it from floating; another cause 
might be due to the mechanism being too 
loose. 


Float adjustment: There is usually an 
adjustment provided directly above the 
gasoline float needle valve, which will regu¬ 
late the height of the float. If not, then 
on some makes of carburetors, as the Scheb- 
ler, for instance, the float arm can be bent 
up or down which will regulate the height 
of float, which in turn governs the float 
needle valve cut off. 

If the leak is due to a faulty seating of 
the float needle valve, then it will be nec¬ 
essary to put in a new needle valve or 
to reseat the float valve seat or both. 



—GASOLINE 
LEVEL 


UFT OR SPRAV 
NOZ ZlE 


if the gasoline rises above 
THIS SPRAY NOZZLE OPENING 
WHEN ENGINE IS IDLE THEN IT 
WILL CRJP 


r FLOAT SCREW ♦-RUBBER 


0Y BENDING 
THIS ARM THE 
FLOAT CAN BE 
RAISED OR LOWEP- 


- float 
NEEDLE 
VALVE 
CUT5 OFF 
FLOW OF 
GASOLINE 
FROM BELOW 
WHEN FLOAT 
RISES TOO 
HIGH. 

THIS VALVE 
SOMETIMES 
LEAHS FROM 
SEDIMENT 
GETTING 
UNDER IT 



Pig. 1. Regulating the float level jn a car¬ 
buretor; gasoline must stand in the jet barely 
below level of jet or spray nozzle, when the float 
cuts off. 

By slightly lowering the float the adjustment 
can be made to cut off early. Raising float will 
cut off later. 


Testing the Float Height. 

On most makes of carburetors, the float 
valve is intended to cut off the gasoline 
when the level of gasoline in the float 
chamber reaches a level of about y 8 of an 
inch below the top of the nozzle or jet 
tube. Therefore this height or the height 
recommended by the manufacturer ought 
to be maintained. 


A simple method to test a carburetor float 
mechanism is shown in the illustration. 

In making this test, unscrew the part of 
carburetor which will permit access to the 
float and float-mechanism. Then prepare 
a device consisting of a can with a wire 
handle, a piece of copper tubing soldered to 
the bottom of the can to form an inlet, a 
piece of rubber tubing, and a nipple or 
short piece of metal tubing with a coupling 
adapted for attachment to the carburetor. 
The gasoline flows to the carburetor from 
the can, when it is held above the car¬ 
buretor. By watching the float chamber 
fill with gasoline, the height the gasoline 
reaches at the time the float valve cuts off 
can be seen. If the height of gasoline in 
carburetor is not sufficient, then the float 
is slightly raised so it will cut off later, if 
the height is too great, which can be deter¬ 
mined by gasoline flowing out of the jet, 
then the float must be slightly lowered, so 
it will cut off earlier. 

Owing to the variation in the suction of 
different engines on a carburetor, it often 
is found that a slight variation of the fuel 
level or a slight change in the size of the 
spraying nozzle will add greatly to the 
efficiency of the engine. The first thing 
to do then before attempting the adjust¬ 
ment of a float is to learn whether or not 
the float needs adjustment, by seeing if the 
gasoline is at the proper height in the jet 
when the float cuts off the gasoline. 

To locate a suspected leak in a float of 
the hollow metal type: 

If the float is immersed in very hot 
water, the. gasoline will be vaporized suf¬ 
ficiently to force its way out through a 
puncture and the spot may be located by 
watching the bubbles. The float should, of 
course, be removed from the water the in¬ 
stant bubbles cease appearing. The rem¬ 
edy is to solder the hole, (see page 163.) 

Gasoline Level in the Jet. 

Stromberg: Note level of gasoline in 

float chamber in the Zenith, fig. 2, page 168. 
This illustration will give the reader an 
idea as to the relation of the level of the 
gasoline in the float chamber to that in 
the jet. On the Stromberg (H) it should be 
about one inch from the lower edge of the 
glass. This can be adjusted by removing 
the dust cap and loosening the nut; if gaso¬ 
line is too low, screw adjustment up; if 
gasoline is too high, screw adjustment down. 

tThe adjustment on the Stromberg “K” 
type can only be adjusted by 11 bending 
the arm ,” as previously explained, which 
governs the float level. 

Rayfield: The float level is correctly set at 
the factory and does not require adjust¬ 
ment, but if it should, then the correct 
gasoline level should be maintained in the 
middle of the window in the side of the 
float chamber. 


*It is advisable to not tamper with the float unless you know positively it is out of adjustment. 
This can be determined if continually leaking and test as above. Carburetors with floats as per type 
“H” Stromberg are provided with float adjustments. 

fOn models L & M Stromberg carburetors, page 176-177, the height of gasoline should be 1 inch 
below the top of the float chamber. 

Cork floats are coated with varnish but after long periods of time this coating may come off 
and cork become gasoline soaked making it heavy thus causing float needle valve to not cut off 
properly. A mixture for coating is as follows: 1 lb. of glue, 1 teaspoon glycerine, 1 quart water, let this 
come to a boil and add formaldehyde for quick drying. When coated suspend by a string until dry. 
























168 


DYKE’S INSTRUCTION NUMBER THIRTEEN. 



TOP OF 
JET 


Add Washers-to 
lower level. 
Take out to raise. 


BELOW 

JET 


GASOLINE 
LEVEL IN 
FLOAT 
CHAMBER 


FLOAT 

CHAHBER 


Fig. 2. This illustration shows the level 
of gasoline in the float chamber and in 
the jet of the Zenith carburetor. If the 
float level was above the jet, the gasoline 
would run out the jet. 


Zenith: The level of gasoline is main¬ 
tained in the float chamber so that the 
gasoline stands 3 millimeters below the top 


of the jet, or about % 4 ". To regulate the 
level, note the washers (L), fig. 2. 

Master: The float weights are set about 
1/32 inch from bottom of the float lid. 

Schebler: Model “L” (chart 84); the 
top of the cork should stand 1-fe inch from 
the top of the bowl in the 1-inch, l*4-inch, 
l^-inch and 1%-inch. In the 2-inch—model 
L carburetors this measurement is 1%-inch 
and in the 2%-inch model L, 1%-inch. 
These measurements should be made when 
the float valve is seated. 

Model R; the height of the cork float 
should be 23/32 inch from the top of the 
bowl when float valve is seated. 

Models D & E; the cork float should be 
level and rest 1/16 inch above the top of 
the nozzle in the Y 2 inch, % and 2 inch 
sizes, and 1/32 inch on the 1, 1^4, and 1Y> 
inch sizes. Model II; is 19/32. 

Note, when changing float level, great 
care must be taken to bend the arm in 
such a manner that the float will be at the 
proper height, yet perfectly level. 


Auxiliary Spring Tension Adjustment. 


In the air valve spring lies the chief 
difficulty in making carburetor adjustments, 
If carburetor is provided with automatic 
auxiliary air valve. This spring should be 
of such length and of such gauge wire, di¬ 
ameter and number of convolutions as to 
provide the requisite progressively increas¬ 
ing resistance to opening, while at the same 
time exerting little or no pressure upon the 
valve when it is against its seat. 

Adjustment: The needle valve should be 
set for slowest running with the air valve 
held lightly against its seat, and then the 
spring adjustment should be backed off un¬ 
til the slightest further increase in throttle 
opening causes the valve to leave its seat. 

From this point on the only proper ad¬ 
justment for the air valve becomes a series 
of tests for spring strength without altera¬ 
tions being made in its normal length. 
That is, with the adjustment backed off as 
per the above instruction; if the spring ten¬ 


sion with increased throttle openings is too 
light and “spitting back“ in the carbure¬ 
tor continues in spite of increased opening 
of the gasoline needle valve adjustment; 
it is a pretty sure indication that the air 
valve spring is too weak and a stronger one 
should be obtained from the factory. These 
can usually be obtained in several sizes or 
degrees of tension to suit varying engine 
and climatic conditions. 

Too strong a tension on the auxiliary air 
valve spring will cause too much gasoline 
and not enough air (too rich a mixture), 
because the valve will be more difficult to 
open by suction. Too weak a spring ten¬ 
sion* will give too much air or too lean a 
mixture. 

The hand air adjustment operated from 
the seat is very popular. See pages 159, 
155. The warmer the engine the more 
air needed and less gasoline. By merely 
opening the air intake more and more, by 
hand, the proper mixture can be obtained. 


**A Few Words About the Mixture. 


*At low speeds the mixture should be 
richer than at high. At low speeds more 
heat is lost to the cvlinder walls, more 
compression is lost by leakage, and the com¬ 
bustion can therefore be slower, thus sus¬ 
taining the pressure. At high speeds the 
compression is higher, due to less leakage 
and less loss of heat. A lean and highly 
compressed charge burns faster and hence 
gives better pressures and fuel economy 
than a richer one. 

The quantity of mixture an engine will 


take, varies greatly with the speed and pull. 
At slow speeds the volume, at carburetor 
pressure is equal to the cubic content of the 
cylinders, multiplied by the number of power 
strokes. 

At high speeds of one thousand revolu¬ 
tions or over, the quantity may drop to less 
than one-half the amount, depending on the 
design of the valves, inlet piping and pas¬ 
sages. This reacts upon the compression, 
and hence on the mixture desired for best 
results. 


**The plug points or gaps should be carefully set; about .025 of an inch apart. If too close 
engine will operate unevenly at idling speeds and miss at higher speeds; If too wide, will miss when 
accelerating at very low speeds or hard pulls. A weak spark causes late combustion. See index for 
“Spark Plugs.” 

**Atmospheric conditions have much to do with action of carburetor. An engine seems to run better 
at night (see page 585)—likewise, taking an engine from sea level to an altitude of 10,000 feet, 
involves using air in the engine cylinders at atmospheric pressures ranging from 14.7 lbs. down to 
10.1 lbs. to the square inch. 











































CARBURETOR ADJUSTMENTS. 


169 


The desigu of the engine has a bearing on the 
carburetor design, which explains the well known 
but seemingly mysterious fact, that a carburetor 
giving good results on one engine sometimes fails 
to maintain its reputation when applied to one of 
different design. The system of ignition used 
also has a marked influence on the proper work¬ 
ing of an engine as a hot spark is most essential. 

To Test the Mixture. 

If there are doubts in the mind of the 
operator as to whether the mixture is too 
rich, an excellent way to ascertain the cor¬ 
rect proportion of air and gasoline is to 
shut off the fuel at the tank and open the 
throttle. 

If the mixture passing into the cylinder 
is too rich, the engine speed will increase 
as the level of the gasoline in the float 
chamber is lowered, since this operation 
weakens the mixture considerably. 

If the mixture is thought to be too weak, 
the float chamber can be flooded while the 
engine is running, and if this causes the en¬ 
gine to speed up, it may be taken as an in¬ 
dication that the mixture is not rich enough. 

The proportionate amount of gasoline to the pro¬ 
portionate amount of air is essential. 

The novice usually gives the carburetor too much 
gasoline by opening this adjustment valve too 
wide, thereby causing “too rich a mixture.’’ Too 
much gasoline will not run the engine any better 
than not enough. It must be remembered that 
only a very little gasoline is required in propor¬ 
tion to the air. 

^Smoke Tests. 

If the engine is fed too much gasoline, 
black smoke, smelling of raw gasoline, will 
usually be in evidence, issuing from the ex¬ 
haust. Care should be taken to distinguish 
this from the excess of heavy blue smoke 
which is indicative of too much engine 
lubrication. 

Whenever any considerable quantity of 
smoke of either color come from the ex¬ 
haust, the engine may miss explosions due 
to fouled spark plugs. 

*If the mixture is too rich, the engine will 
have a tendency to slow up and “choke” 
or “load up” when the throttle is opened 
wide, and will run at a higher speed when it 
is partially closed. 

Another indication of the mixture being 
too rich will be shown in its speeding up 
perceptibly, if the auxiliary air valve of 
the carburetor is held open, or additional 
air is admitted in any way between the car¬ 
buretor and the cylinders. 

Such being the case, the exhaust gases, if 
ignited by holding a piece of burning paper near 
the end of the exhaust pipe, will burn with a 
large red flame similar to that of a bunsen burner 
when the air is mostly cut off. 

**Lop.ing: Another indication of too rich 
a mixture is when “idling;” the engine 
will run in a loping manner as if actuated 
by a governor; more air, less gasoline is 
needed. 


Flame Test of Mixture. 

Another method is to open the relief 
cocks in the cylinder heads (if provided), 
while the engine is running and judge from 
the color of the flame when the mixture 
is correct. At each explosion a jet of flame 
will shoot out of the cylinder through this 
relief cock. 

If the mixture is too poor—too much air 
for the gasoline—the flame will be light 
yellow. 

If the mixture is too rich—not enough air 
for the gasoline—the flame will be red and 
smoky. Black smoke will also come out of 
the muffler, smelling of raw gasoline. 

If the mixture is correct, the flame will 
be light blue or purple, and hardly visible. 
See also, page 855. 

|Rich and Lean Mixture. 

A rich mixture is one in which the pro¬ 
portion of gasoline abnormally exceeds the 
amount of air. It may be due to faulty ad¬ 
justment of the gasoline needle valve, float, 
or air valve. 

An overrich mixture will cause an engine 
to overheat and thereby give rise to a num¬ 
ber of troubles such as; preignition, ac¬ 
cumulations of carbon on the pistons and 
cylinder heads, steaming water in radiator 
and loss of power and “loping” or choking 
up on slow speeds. 

A mixture is poor or lean when it con¬ 
tains too much air and not enough gasoline, 
a condition often due to a faulty adjust¬ 
ment of the needle or air valve float, a leak 
in the inlet pipe, the supply cock partly shut 
off, the spray nozzle, float valve or feed pipe 
partly clogged, or water in the gasoline. 

A poor mixture will make the engine miss 
when running idle at slow speeds, and at 
high speeds it will not only cause misfiring, 
but the missing will be accompanied by 
coughing and “popping” in the carburetor. 
Both this and explosions in the muffler 
may also be due to faulty ignition. 

Cause—mixture too rich: Too much gaso¬ 
line at needle valve. Punctured float. Float 
valve not working properly, owing to bent 
needle, or presence of foreign matter in valvd 
seat. Too much priming. Primary air pas¬ 
sage clogged or partially obstructed. Air 
valve not open enough, spring too strong or 
air opening choked. 

Cause—mixture too weak: Too much air, 
not enough gasoline. Carburetor passages 
or jet clogged. Throttle valve out of ad¬ 
justment. Insufficient flow of gasoline. 
Tank valve closed. Break in gasoline sup¬ 
ply. Bad gasoline; originally, or from stand¬ 
ing. Water in gasoline. Carburetor too cold. 
Gasoline supply exhausted. 


* Mixture “too rich’’ means too much gasoline in proportion to air, or technically, there is insuffi¬ 
cient oxygen to support its combustion. 

**See page 171. JSee also pages 652, 653. tSee page 623, “relation of carbon to combustion.’’ 

“Loading up” when running slow or idling is due to the fact that the air comes into the carburetor so 
Blowlv that the gasoline particles are not broken up fine enough and condensation takes place. Thus 
the gasoline is taken in, in a more or less liquid form and combustion is very poor. That is one rea¬ 
son whv as much heat as possible should be applied to the air intake of the carburetor. Also do not 
let your engine tick over slowly for any length of time when the car is standing idle. It not only 
wastes fuel but the manifold will load up with raw fuel and your acceleration will be anything but 
good when you attempt to get under way. See also page 652. 


170 


DYKE’S INSTRUCTION NUMBER THIRTEEN. 


Use air: It is advisable to run the en¬ 
gine with as much air as possible, which 
means a “lean” mixture. This not only 
means economy of gasoline but prevents 
soot deposit and pitted valves (providing 
good lubricating oil is used). 

Of course, when first starting or when 
cold, more gasoline is absolutely necessary, 
but as soon as the engine warms up, cut 
down on the gasoline and run on more air. 

Most carburetors now-a-days, are fitted 
with air regulators and heated intake mani¬ 
folds, as shown on pages 157 and 159, for 
this purpose. 

An engine will run on less gasoline, and 
more air, the warmer it gets. Therefore 
the reason for the air adjustment. 

“Back Firing” or “Popping” in 
the Carburetor. 

Back firing: There seems to be much con¬ 
fusion in the use of the terms “back kick” and 
“back fire,” the latter being very often used to 
describe what happens when, in starting an engine, 
it suddenly reverses its direction of rotation to 
give a “back kick.” 

Generally speaking, “back-firing” is caused by 
weak mixture which burns so slowly that the 
flame continues until the opening of the admission 

Carburetion During 

Now that low gravity gasoline is being 
used, the engine will have a tendency to 
miss explosion and run in jerks or uneven 
explosions, especially when starting. 

The reason is due principally, to the lack 
of heat to properly vaporize the gasoline to 
prevent condensation. After the engine be¬ 
comes thoroughly warmed up, the missing 
usually disappears. When weather is warm 
the engine starts easier, because gasoline 
will vaporize more readily and is easier ig¬ 
nited. Therefore during cool weather three 
things are essential; a good hot spark and a 
quick method of heating and a choker or 
primer for enriching the mixture to start on. 

**For starting—There are different meth¬ 
ods employed to inject a rich mixture into 
cylinder in order to start engine at all on a 
cold day. The common method is to close 
the main air intake, which causes raw gaso¬ 
line to be drawn into cylinder, which would 
be termed “choking” the air supply. After 
engine is started, it is then a matter of 
running engine until warm enough to vapor¬ 
ize the gasoline, at the same time gradually 
opening the choke or air valve, until the 
regular amount of air is being used. 

Warm air, of course should be drawn into 
the carburetor as per fig. 1, page 159. If a 
temperature regulator is also provided, as 
per fig. 2, page 159, then less cool air should 
be drawn in at (Z) in winter, than in sum¬ 
mer. 

There is a disadvantage however, in this 
system, and that is, the raw gasoline drawn 
into a cool cylinder is not all utilized for 
combustion, but part of it forms carbon, 
due to lack of oxygen which is not being 
supplied, as the air is choked, result, as per 
page 205. Therefore the air should be sup¬ 
plied as quick as possible. The problem is 
then, to heat the gasoline as quickly as pos- 


valve again, when it ignites the incoming chargs 
in the intake pipe and shoots back to the car¬ 
buretor. While an over-rich mixture will also 
burn slowly, it rarely ever will cause back-firing. 

Another cause of back-firing is, of course, the 
faulty timing of the valves, or, in fact, a badly 
leaking valve. As a general rule, back firing is 
due to one or more of the following causes: (1) 
very slow explosion or weak mixture, (2) very 
late explosion; (3) a spark occurring during the 
intake stroke; (4) the intake valve partially open 
during the power stroke; (5) premature ignition. 

Slow combustion is caused by a lean mixture, 
late combustion is caused by a weak or retarded 
spark. 

Nos. 1 and 2 are the usual causes, while Nos. 
3 and 4 happen infrequently. 

Back-kicking is usually caused by preignition 
in starting the engine, which is due usually, as 
is well known, to too much “advance” in the 
spark timing. 

“Popping back” or “spitting” in the carbure¬ 
tor is quite a common occurrence with carburetors 
when first starting the engine on a cold day. But 
after engine has been run for a brief period it 
will become warmed up and the gasoline will begin 
to vaporize properly and run without popping back. 

If the “popping back” continues then the 
mixture is too weak and more gasoline is re¬ 
quired. By giving the auxiliary air valve spring 
a slight increase of tension or opening the gaso¬ 
line needle valve a notch or so, to close the 
“damper” or air intake, thereby causing more 
gasoline supply until the popping stops, which it 
will probably do when engine is warmed up. 

Cool Weather. 

sible, so that vapor and air is used instead 
of raw gasoline. 

The exhaust heated intake manifold, ex¬ 
plained on page 155 and 157, will assist con¬ 
siderably. With a jacket around the intake 
manifold, and hot exhaust gases passed 
through same, as per page 157, the mixture 
will become heated quicker. 

The choker or some method of supplying 
a richer mixture however, is usually neces¬ 
sary for starting. If the “choker” prin¬ 
ciple is used, it is closed only until engine 
starts, then gradually opened. In fact, by 
using an exhaust heated intake manifold to 
heat the mixture, and also drawing warm 
air through air passsage of carburetor as per 
fig. 1, page 159, the amount of raw gasoline 
injected into the cylinders will be consid¬ 
erably less than . if same is not heated. 
Therefore this system will provide a quicker 
vaporizing or heating of mixture and a 
saving of fuel and less carbon deposit in 
cylinders. 

Additional Pointers on Cold 
Weather Starting. 

Don’t expect the engine to warm up in a min¬ 
ute any more than you expect a kettle to boil as 
soon as it is set on the stove. It takes time to 
heat. 

Take into consideration the fact that cold solid¬ 
ifies the lubricant in the transmission, rear axle, 
and other parts of the car. Therefore, it requires 
greater energy on the part of the self-starter to 
revolve the engine. 

If the clutch is in, you of course revolve most 
of the transmission gears. After a car has been 
standing over night in a cold garage or sufficiently 
long at the curb to become thoroughly chilled, 
throw out the clutch when cranking. This elim¬ 
inates the drag of the transmission gears plowing 
through the solidified grease. 

A good hot spark is important, especially in 
winter. Remember it is more difficult to charge 
a battery in winter than in the summer, so be 
particular to see that the battery is always charged. 
A quick method of starting should be provided in 
order to save current. 


*See page 576 “Digest of Troubles,” also foot note, page 153. 

**See page 798 for starting Ford carburetor in cold weather. The method employed here is to open 
gasoline needle valve slightly in extreme cases and close damper also. See also page 160. 


tAdjusting the Average Air Valve Carburetor. 171 


Carburetors are usually adjusted to the 
best advantage when the engine has been 
run and all parts are warmed up. If a 

carburetor is adjusted when the engine is 
cold, it will be noticed that it will need 
readjusting when warm, that is, in order 
to get a perfect adjustment. 

When carburetors are adjusted when 
warm, sometimes, especially on a cold day, 
the engine will not hit just right when 
first starting; it will miss and not run even 
or smooth until it has run a few moments 
and is heated up, then it runs satisfac¬ 
torily. 

♦Another point to remember, be sure the 
ignition is right and you have a good hot 
spark, and spark plug gaps set about .025 
of an inch (see index for “adjusting spark 
plug gaps”). Also be sure the trouble is in 
the carburetor and not due to other troubles. 
See “Digest of Troubles,” how to diag¬ 
nose troubles. 

For the average carburetor, having an 
“auxiliary air valve” and a “needle 
valve” adjustment, the following rule for 
adjusting will apply. 

First, run the engine at what will be nearly its 
maximum speed in ordinary use with the throttle 
open considerably and the spark rather late. This 
speed, of course, will be considerably less than the 
maximum speed of the engine when running idle. 

Second: Then turn the main gasoline adjust¬ 

ment, until the mixture is so weak there is popping 
in the carburetor. 

Third: Note this position and then turn the 
adjustment until so much gas is fed that the en¬ 
gine chokes and threatens to stop.” 

Fourth: Set the adjustment half way between 

these two points, which will be very near the cor¬ 
rect position. Turn the adjustment slightly in 
one direction and then in the other until the 
point is found where the engine seems to run the 
fastest and smoothest. 

Fifth: Gently and gradually cover the aux¬ 

iliary air inlet of the carburetor by placing the 
hands over the valve, if necessary, in order to 
exclude the air. If the engine slows down, the 
spring should - be weakened, since not enough air is 
allowed to enter the carburetor. 

Sixth: Next try opening the air inlet slowly 

and gradually by pushing the poppet off its seat 
with the finger or the end of a pencil. If the en¬ 
gine speeds up, there was not enough air and the 
spring should be loosened, while if it slows down, 
the mixture is correct or a little too lean, accord¬ 
ing to the degree to which the speed is affected. 
If it is found to be too lean, the spring needs 
tightening. 

Seventh: After the air inlet has been ad¬ 

justed, open the throttle again and adjust at high 
speed, as this adjustment may now require to be 
altered. 

When adjusting carburetors for speed, 
racing, etc., the mixture is cut down much 
more than for ordinary use. One method 
is to cut off the supply until the engine 
m’sses when idling at low speed. Then give 
it just a trifle more and test the adjust¬ 
ment by trying the car on a hill. 


Some time ago the writer was told by an ex¬ 
tester that whenever he was beaten in a '‘brush” 
he was in the habit of stopping and adjusting his 
carburetor until the engine missed, and then give 
just a slight turn more on the gasoline needle 
valve. Then, in a good many cases, he was able 
to catch up with and pass his opponent. 

The best way to adjust a carburetor is 
to arrange so that the engine may be run 
loaded while the adjustment is being made. 
One way to do this is to adjust the carbure¬ 
tor while the car is in motion on the road, 
tor while the car is in motion on the road. 

To test carburetor for adjustment; run 
throttled down for two blocks. When there 
is a clear space ahead, suddenly press ac¬ 
celerator pedal down. The engine should 
pick up smoothly, to as high speed as you 
care to run. If engine chokes, stalls, misses 
or labors, or backfires at carburetor, or 
muffler explosions, it shows the carburetor 
is out of adjustment. 

To Obtain a Slow Even Pull of 
Engine Without Missing. 

(1) Retard the ignition. If this does not 
overcome the missing and it is not due 
to other causes mentioned below, it 
may be due to the ignition being set 
too far advanced at retard position. 
Setting back a tooth will often help to 
run slow, if this is desirable. 

(2) Air leaks is a common cause. Be sure 
there are no leaks at intake manifold 
and carburetor gaskets, valve caps and 
above all, use good **spark plugs (see 
page 235) and see that they do not leak 
at bushing and where screwed into cyl¬ 
inders. See that gaps are about .025. 
This is important. Wide gaps and weak 
magnets on magneto ignition will cause 
missing. 

(3) Interrupter points must be set correctly. 
A clear flat surface is important. 

(4) Be sure there is a good hot spark from 
the battery, which means a fully charged 
battery. 

(5) A coil has been known to have a short 
circuited internal connection which 
would give a spark at high speeds but 
miss on low speeds. 

(6) The carburetor should be adjusted which 
does not permit loping (too much gaso¬ 
line). The hot exhaust heated manifold 
is an advantage here. 

(7) Engine should have good compression; 
valves ground, and proper valve clear¬ 
ance, being sure valves are not held open 
too long. Rings free of leaks. 

All this is esential to secure a flexible 
and smooth running engine. 


Leading Carburetors,—Principle and Adjustment. 


Are treated on pages following. 

Owing to the fact that innumerable im¬ 
provements are constantly being made in 
carburetor construction, it is impossible in 
this instruction to describe all the actual 
adjustments of all the carburetors 


Repairmen are advised to secure instruc¬ 
tions for adjustment of all the leading 
makes of carburetors from the manufac¬ 
turers and keep them on file (see page 162 
for list of the leading manufacturers). 


tSee "Digest of Troubles" for carburetor troubles and remedies, page 576. 

*See page 543 for “Specifications of Leading Oars" to find the type of carburetor used on differ- 
ent makes of cars. 

**See page 233 for testing spark plug leaks. 

fWhen adjusting “V" type engines, adjust each block of cylinders separate, by disconnecting one 
block. 


172 


DYKE’S INSTRUCTION NUMBER THIRTEEN. 



Fig. 1. 

The parts consist of a 
float chamber (D), the 
cork float (C), and a 
float needle valve (B). 

These three parts con¬ 
trol all flow of gasoline 
into the carburetor as it 
is needed by the motor. 

That part of the car¬ 
buretor which mix . the gasoline and air 

consist of a mixing chamber (L), a nozzle- 
(G), and a needle valve (I). 

Parts which Automatically Regulate 
the Amount of Gasoline Required from the 
Float Chamber to Provide the Proper Mixture 

consist of an auxiliary air valve (A) and 
lever (H), Connected with needle valve (I). 

OPERATION; the Gasoline Flows from 
the Tank through the gasoline pipe into the float chamber (D), 

As the Gasoline Rises in the Float Chamber (D) it raises the cork float (C) with it, 
which, through a lever connection, automatically closes the needle valve (B) and shuts off 
the flow of gasoline from the tank to the carburetor. Of course as the gasoline is drawn from 
float chamber (D) the float (C) drops and raises valve (B), admitting more gasoline. 

The Suction of the Pistons Draws the Gasoline from the Float Chamber (D) through the 
Passages (E) into the Nozzle Well (G), and past the needle valve (I) into the mixing chamber 
(L). As the needle valve (I) is raised and lowered as hereafter described, more or less gaso¬ 
line is allowed to spray into the mixing chamber (L). At the same time the suction of the 
pistons draw from the warm air intake (F) and the passages (J), warm air into the mixing 
chamber (L). As the suction of the swiftly moving pistons is very strong, the air is drawn 
through the mixing chamber (L) with great velocity, and there, coming into contact with the 
gasoline spray from the nozzle well (G), it vaporizes the gasoline. 

This Vaporized Mixture is then drawn by the suction of the pistons past the 
throttle valve (P) into the cylinders. The quantity of combustive vapor flowing past 
the throttle valve (P) is regulated by the position of this throttle valve, and the position of 
this throttle valve is regulated by the driver either from a pedal called the ‘ * accelerator ’ * or a 
throttle lever on the steering post. Opening the valve (P) admits more combustive vapor 
to the cylinders, and consequently increases the speed and power of the motor. Closing it has 
the reverse effect. At high speed it is obvious that the suction through the mixing chamber 
(L) and the warm air passages (J) greatly increases, and as it increases beyond the capacity 
of these passages to supply air, a strong suction is brought to bear upon the auxiliary air 
valve (A). At a certain speed this suction is sufficient to draw this valve down against the 
coil spring (O). As the valve is drawn down, air rushes into the auxiliary air passage (R), and 
from thence past the mixing chamber (L) into the cylinders. 

Auxiliary Air Valve. To take care of this extra supply of air there must be an extra supply of gaso 
line automatically furnished. This is taken care of as follows. As valve (A) is depressed against the 
spring (O) it operates the lever (H), which iB hinged at the point (S). As the lever (H) is depressed 

by the valve (A) it opens needle valve (I) admitting more gasoline to the mixture. It can be seen that 

this extra supply of gasoline is always directly in proportion to the air supply through the valve (A). 

Dash Pot Action. It is obvious that if means were not taken to prevent it the valve (A), which is 
under the tension of the spring (O), would close very abruptly if the speed of the engine was suddenly 
checked. It would also tend to open very abruptly if the speed of the engine was suddenly increased, as 
for instance, when the accelerator was suddenly opened. Furthermore, the suction of the cylinders is to 
a certain degree intermittent between the strokes of the pistons and this intermission between the strokes 
would ordinarily tend to cause the valve (A) to flutter or vibrate if means were not taken to prevent it, 
and the fluttering or vibratory action of the valve (A) would result in an unsteady flow of gasoline vapor 
to the cylinders, which would cause a vibratory or jarring effect in the engine. Any such action is pre¬ 
vented by a device (U) called a dash pot. Its function is to automatically insure a steady and staple sup¬ 
ply of gasoline vapor to take care of varying engine speeds under all circumstances. To hold the valve 
(A) steady and to check its sudden closing or opening and to overcome its tendency to vibrate, it is at¬ 
tached directly to a plunger (T), which operates on a cushion of air in the dash pot (U). . 


CHART NO. 82—Model “R” Schebler Carburetor. Note the gasoline needle valve is automat¬ 
ically operated by movement of auxiliary air valve (A). (See Specifications of Leading Oars for users.) 

























































































































CARBURETOR ADJ USTMENTS. 


173 



—model R continued. 


” Fig. 4 and fig. 5, show two types of hand 
controls for “choking” air supply of car¬ 
buretor controls. Fig. 4 shows the dash 
type and fig. 5 the steering column type. 


Auxiliary adjustment—enables the driver 
to give the carburetor a very “rich” mix¬ 
ture without leaving the seat. 


This adjustment is connected directly with 
the needle valve by means of an eccentric 
in the mixing chamber (see “S,” chart 82) 
to which is connected lever (B), fig. 8. 
This lever is connected as shown, to the dash 
or steering column control by a flexible 
shaft (W) consisting of a piece of spring 
steel wire running through a brass tube (T) 
which is anchored firmly at the carburetor 
and soldered to the body of the dash or 
steering column control. By moving lever 
of the control the steel wire moves the 
lever (B) when the lever on the dash ad¬ 
justment is pulled all the way up it moves 
the lever (B) to the right, or away from the 
stop (O). 

The lever (B) turns the eccentric (“S” 
chart 82), thereby lifting the needle valve 
and increasing the tension on the air valve 
, . .. . ,, ,, . . . n j spring (O). This gives a very rich mixture 

for starting in cold weather and by gradually moving the dash control lever downward the adlustment 
can be brought back to normal while the engine is running and getting warmed up. 


•B” 


Fig. 3. When carburetor is installed see that lever „ 
is attached to steering column control, or dash control, so 
that when boss “D” of lever “B” is against stop “0“ 
the lever on steering column control or' 'dash control will 
register “Lean” or “Air.” This is the proper running 
position for lever “B.” 


This adjustment is entirely separate from and independent of the main adjustments on the carbure¬ 
tor, which must be properly set before the dash or steering column adjustment is used. 


In other words the carburetor adjustments proper are made at (K) and (V—chart 82) and after 
they are properly set, then the auxiliary adjustment can be used to get a rich starting mixture. 


To adjust the carburetor (fig. 2), turn the valve cap (K) clockwise, or to the right (right means 
rich) until you can turn it no farther. Then turn to the left or anti-clockwise, (left means lean) through 
one complete turn. Start the engine and then continue to turn (K) to the left or anti-clockwise until 
the engine hits perfectly on all cylinders, at the slowest speed possible. Advance the spark lever two- 
thirds or three-fourths the way on the sector and then suddenly open the throttle lever or accelerator 
wide. If the engine back-fires on this quick acceleration, turn the spring adjusting screw (V) up until 
the carburetor works perfectly. 


By turning the screw (V) up o inward, you turn it against the spring (0) (fig. 2), which increases 
its tension thus preventing valve (A) from admitting air into the carburetor too freely. 


Turning (K) to the right or clockwise, lifts the needle valve (I) out of the nozzle well (G) and per¬ 
mits more gasoline to spray into the mixing chamber. 


When you turn (K) to the left, or anti-clockwise it lowers the needle in the nozzle and shuts off 
the gasoline. It should be remembered that it is desirable from both the points of economy and power, 
to drive the car with the leanest mixture possible. 


The throttle valve should be adjusted so that when the hand throttle is closed, the engine will just 
run evenly on all cylinders. This can be ascertained by the regularity of the impulses in the exhaust 
when both the spark and throttle levers are set at their lowest positions. If the engine, however, should 
run too fast, or should stop when the throttle is at lowest position, adjustment is necessary, directions 
for which are as follows: 


Loosen the set screw (X) which locks the adjusting screw (Y) where throttle shaft enters car¬ 
buretor. Place throttle in lowest position. 

If engine runs too fast, unscrew adjusting screw (Y) so that butterfly valve in carburetor is closed 
a little tighter. 

If engine runs too slow, screw in the adjusting screw so that valve is held a little more open. Lock 
adjusting screw (Y) with set screw (X) after adjustment. 

Note: Warm air pipe as shown in fig. 4, chart 78A is connected with (F), fig. 2. The exhaust gas 

can be connected with (6), fig. 2, similar to fig. 2, page 157. 


CHART NO. 83—Air Control and Adjustment of Model “R” Schebler Carburetor. (wheeler and 

Schebler. Indianapolis)—see page 167 for “adjustment of floats.” 

















































































THROTTLE. DISK 

THROTTLE. SHRfT 


AlR VALVI 


IHPQTTLE LEVER 


/*« VALVI 


SCRLH L! 


carburetor 

ooov 


BQWW.cap 


/HR VALVE 


n.QA T .kL<£3. 


FLOAT LEVER PH 


CARBURETOR bowl 


f!L? at yal/E 


-SPRAY NOZZLE 


CORN WASHER 


rwgAT H[H 0 £S QW £ W 


ICEDLC VRU/r nOU.ER 
ICEPLC VAL-VE LLvLIY 


SCOW SPEED 


NCCOLE 


ATU. CAM 
-SPRINQ_ - 

CAM LEVE> 


flushing 


LQCn. 


FLUSHING PIN SPRNO 


FLUSWfO BRACKET 


NCEOIX VALVE 

__ — 


AR valvC 


1*1 OLE VALVE 

CHET 


lilt VALVE 

aiaca 

ajR valve 


AR VALVE 


rmsMifO PIN OUIOE 


flushing 




FLOAT lEVCR 


REVERSIBLE 
ufliQfi ftlPPLE 

reversible; 
union nut 


REVERS'BLC 
un.on Ell 


Sectional View Model “L” Scliebler Carburetor—Concentric type float, single jet and spring adjusted 
auxiliary air intake valve. Mechanically operated needle valve with three speed adjustments; low, 
medium and high. 



Model L Schebler Carburetor. 


Connect carburetor to intake pipe so that 
it sets about six inches below bottom of 
gasoline tank, that the bowl may be filled 
by gravity. For best results, the carburetor 
should be as close to the cylinder as possible, 
and in case of multipip cylinders, equidistant 
from each one. Connect a pipe or tube from 
gasoline tank to union “G .’ 1 Pipe to be 
brass or copper and not less than ^4-inch 
hole. r 

Be sure pipe is free from dirt—blow it 
out. Connect the hot water jacket with 
water circulation if there is a force circu¬ 
lation, otherwise a hot air pipe. See 
Chart 78. 

Before adjusting the carburetor, make 
sure that your ignition is properly timed 
and that you have a good hot spark at 
each plug; that your valves are prop¬ 
erly timed and seated, and that all con¬ 
nections between your intake valves 
and carburetor are tight, and that there 
are no air leaks of any kind in these 
connections. 

In adjusting the carburetor, first, 
make your adjustments on the auxiliary 
air valve “A” so that it seats firmly, 
but lightly; then close your needle 


valve by turning the adjustment screw, to the right until it stops. Do not use any 

pressure on this adjustment screw after it meets with resistance. Then turn it to the left 
about a turn and a half and prime or flush the carburetor by pulling up the priming lever 
“C” and holding it up for about five seconds. Next, open your throttle about one-third, 
and start the motor; then close throttle slightly and retard your spark and adjust 

throttle lever screw “F” and needle valve adjusting screw “B,” so that the motor runs at 
the desired speed and hits on all cylinders. ’ ***■ - * 1 ^ ' . * 

After getting a good adjustment with your motor running idle, do not touch your needle valve ad¬ 
justment again, but make intermediate and high speed adjustment on the dial “D” and “E.” 

Adjust pointer on the first dial, “D,’* from figure No. 1 toward figure No. 3, about half way between. 
Advance . spark and open throttle so that the roller on the track running below the dials is in line 

with the first dial. If the motor back-fires with the throttle in this position, and the spark advanced, 
turn the indicator a little more toward figure No. 3; or if the mixture is too rich, turn the indicator 
back or toward figure No. 1 until you are satisfied that your motor is running properly with the throttle 
in this position, or at intermediate speed. Now, open the throttle wide and make your adjustment on 
your dial “E” for high speed in the same manner as you have made your adjustments for intermediate 
speed on dial “D.” 

Note:—We find in the majority of cases in adjusting this carburetor the tendency is to give too rich 
a mixture. We suggest and recommend in adjusting the carburetor, both at low, intermediate and high 
speed, you cut down the gasoline until the motor begins to back fire, and then increase the supply of fuel; 
a notch at a time, until the motor hits evenly on all cylinders. Do not increase the supply of gasoline 
by turning the needle valve adjusting screw more than a notch at a time, in your low-speed adjustment, 
and do not turn it any after your motor hits regularly on all cylinders. In making the adjustments on 
the intermediate and high speed dials, do not turn the pointers more than one-half way at a time be¬ 
tween the graduated divisions or marks shown on the dials. 


CHART NO. 84—The Model “L” Schebler Carburetor; Hand Controlled, Mechanically Operated 
Needle Valve. (See page 167 for adjustment of float.) 








































































































































































CARBURETOR ADJUSTMENTS. 


176 


*Rayfield Principle. 

Bayfield carburetors are made in two 
types; model G and L, the difference be¬ 
ing that model G has a water-jacket. 

In both models the air valve adjust¬ 
ment has been eliminated, high and low- 
speed adjustments being made through the 
control of the fuel. 

Both models are of the two-jet type, 
one jet feeding at low-speed and both at 
high-speed. 

There are three air openings, one fixed 
and operating in conjunction with the low- 
speed nozzle and the other two having au¬ 
tomatic valves linked together and op¬ 
erating simultaneously. 

The high-speed nozzle is controlled by 
a metering pin actuated by the upper au¬ 
tomatic air valve. The stem of the valve 
is connected to a piston working in the 
dash pot, from which a passage communi¬ 
cates with the float chamber; the dash-pot 
chamber has direct connection with the 
high-speed nozzle (see page 151). 

When the throttle is opened, the ten¬ 
dency of the air valve to open suddenly 
and excessively, and to flutter, is checked 
by the dash-pot piston, which at the 
same time forces an extra supply of fuel 
into the nozzle and enriches the mixture 
for acceleration; the slow opening of the 
air valve increases acceleration by caus¬ 
ing strong suction on the nozzles. 



rHIGH SPEEDN 
AD JUSTME NT 

l'TURN TO THE RIGHT, 
\. TOR MORE GAS/ 


( LOW SPEED > 
AD JUSTME NT 

iTVIRN TO THE RIGHT i 
\for more gas/ 


MODEL G 


WATER JACKETED 



X UPPER 
/ AUTOMATIC 
i L AIR VALVE 


METERING 
, PIN > 


< /METERING' 
I \PIN NOZZLE 


DASH POT 
^ PISTON. 


/Pasolini 
v intake 


M.OWEP 
AIR VALVE 


SPRAt 1 

NOZZLE 


( CONSTANT AIR 
OPENING 


When adjusting a Bayfield carburetor, bear in mind that 
BOTH ADJUSTMENTS ARE TURNED TO THE RIGHT FOR 
A RICHER MIXTURE as indicated on adjustment screw heads. 

The Rayfield dash control connects with carburetor by 
wire. When properly used, will render easy starting, furnish 
a richer mixture when engine js cold, and maintain a correct 
mixture under the extreme atmospheric changes. 

When carburetor adjustments are once made, they should 
not be changed, as the dash control will take care of cold 
weather as well as cold engine conditions. 

Raising the dash control lifts the spray needle and sup¬ 
plier a richer mixture. When it is raised full distance, a 
direct passage is opened permitting raw gasoline to be drawn from fuel chamber of the carburetor 
to engine. Control button (or lever) should be DOWN for running except when a richer mixture is desired. 

The automatic air valve should be closed when engine is not running or when throttled down. 

Remember that the low speed adjustment is to be used only when engine is running idle and posi¬ 
tively must not be used in adjusting high speed. Never adjust a carburetor unless the engine is hot and 
the water jacket of carburetor warm. 



A.— Stop arm screw. B. —Stop arm. 

Turn screw A to left to throttle engine 
lower. 


♦ 


Adjusting Rayfield. 

Adjusting low speed: With throttle closed, and dash control down; close nozzle needle by turn¬ 
ing LOW SPEED adjustment to the LEFT until block U (see cut), slightly leaves contact with the cam 
M. Then turn to the RIGHT about three complete turns. Start engine (see below) and allow it te 
run until warmed up. Then with retarded spark, close throttle until engine runs slowly without stop¬ 
ping. Now, with engine thoroughly warm, make final low speed adjustment by turning low speed screw to 
LEFT until engine slows down and then turn to the RIGHT a notch at a time until engine idles smooth¬ 
ly. If engine does not throttle low enough, turn stop arm screw A (see cut), to the LEFT until it runs 
at the lowest number of revolutions desired. 

Adjusting high speed; advance spark about one-quarter. Open throttle rather quickly. Should 
engine back-fire, it indicates a lean mixture. Correct this by turning the HIGH SPEED adjusting screw 
to the RIGHT about one notch at a time, until the throttle can be opened quickly without back-firing. If 
' “loading” or (choking) is experienced when running under heavy load with throttle wide open, it indi¬ 
cates too rich a mixture—this can he overcome by turning high speed adjustment to the left. 

Td start engine when cold; First; Close the throttle and pull dash control all the way up. Second: 
When engine starts, open throttle slightly and push dash control one-quarter of the way down. Third; 
As engine warms up, push control down gradually as required. When thoroughly warm, push control all 
the way down. When engine is warm it is necessary to pull dash control only part way up for starting. 

Hot water connection—is connected with suction end of pump (between radiator and pump). The 
connection on other side connects with water jacket of engine or upper water pipe. A shut off cock is 
provided for hot weather. See that these connections are made in such a way that water will be drained 
out of carburetor jacket when system is drained. 

Attach a hot air stove to the exhaust pipe and connect to constant air elbow of carburetor by a flex¬ 
ible tube. Connections: are 5/16 inch outside diameter tubing for gasoline and water connections. 


CHART NO. 85—Adjustment of Model “G & L” Rayfield Carburetor. 

See “Specifications of Leading Oars” for users. Findeisen & Kropf Mfg. Oo., Chicago, manufacturers. 

This concern manufacturers another model called model “M,” write for catalogue. *See also page 161, flg. 2. 




































176 


DYKE’S INSTitUCTlON NUMBER THIRTEEN. 




The object of the economizer is to automatically graduate the gasoline adjustment, which is con¬ 
trolled by the throttle. As throttle is opened the needle (A) is raised; as throttle is closed it lowers. 
The amount this needle (A) can be raised is regulated by (L). 


To adjust the economizer (see fig. 1) the spark should be fully retarded and the throttle opened to 
a position which turns the engine at a speed corresponding to about 20 miles per hour (m.p.h.). The 
lever L should then be set one notch less than for the mixture on which the engine will run steadily. 
Under ordinary conditions this would be the third or fourth notch of (L) fig. 1. See also page 927. 


♦Adjustment of L & LB. 

(1) Put economizer pointer in fourth notch. 

(2) Open throttle to a position which will give 
about 20 miles per hour on a level road. 


(4) Then close throttle to 
idling position and adjust the 
idle screw (B), screwing in¬ 
ward. To the right, gives more 
gasoline; to the left, less. 


(6) The dash control lever 
should be all the way down 
and the air horn cam plunger 
should clear the economizer 
lever so that this works freely 
as throttle is opened and 
closed. 


This “plain tube” principle is also known as the “Pitot” principle and is further explained on nae-e* 177 
149 and 800. y s * 


Stromberg Carburetor 
Models L and M. 


The majority of Stromberg 
equipped cars are using models 
L, LB, M and MB, which 
are all called the “plain tube 
carburetor,” principle of which 
is explained on page 177. 

The L and M models are the 
same carburetor, except, model 
L has an “economizer” ac¬ 
tion. The L & M are made for 
vertical connections to intake 
manifold. See figs. 1 and 2. 


The LB and MB models are 
of the same principle as L & M, 

except they are made for hori¬ 
zontal connections to intake 
manifold. The LB has the 
economizer action, same as L. 

The economizer action is as 
follows (fig. 1) : The high 

speed gasoline needle (A) is 
controlled by the nut (E), 
which rests on lever arm at 
closed and open throttle. With 
the throttle in ordinary driving 
positions—(15 to 40 miles per 
hour) the roller (P) drops into 
the cam notch, which permits 
the lever arm to drop free so 
that (A) descends to rest upon 
the economizer nut, thus lowering the needle into its orifice and partially cutting off the gasoline for these 
speeds. The amount of drop can be regulated by the pointer (L), which then acts as a special adjust¬ 
ment for the greatest possible economy. 


(3) Unscrew the high speed nut (A) to the left 
(counter-clockwise) until engine commences to fall 
away from too lean a mixture: then give richer mixture 
by turning the nut to the right, clockwise, notch by 
n@tch until a point is reached where the engine gives 
the best speed for that particular throttle opening. 


Adjustment of M & MB. 

(1) Open throttle about one-quarter of the way, which 
will give about 20 miles per hour on a pleasure car, (or 
one-third governor speed on a motor truck). 

(2) Open idling screw (B) from its seat two turns, 
so that this cannot effect the high speed adjustment. 

(3) Adjust high speed needle (A) to the leanest ad 
justment which will give the best engine speed for this 
throttle position. Inward for less and out for more 
gasoline. 

(4) Close the throttle gradually and screw idling 
screw (B) in as necessary to give adjustment for low 
speed and idle. Screwing inward, right hand, gives mor** 
gasoline; outward gives less. 


Fig. 1 — Strom¬ 
berg type L— 

note the vertical 
connection and 
economizer (the 
lever P). 


Fig- 2—Stromberg type M, without econ¬ 
omizer. Used on small 4 cylinder en¬ 
gines for trucks, tractors, etc. 


CHART NO. 80—The Stromberg “Plain Tube Carburetor” L & M. "Adjust only when engirt* 

is warm. 


Note: all Stromberg carburetors are supplied with hot air attachments, similar to one described on page 159 
fig. 1. Also a temperature regulator (Y) above, which principle is explained on page 159, fi°- 2 See also 

page 927. 





















CARBURETOR ADJUSTMENTS. 


177 


Principle of Stromberg “Plain Tube” Carburetor, (Model M). 

This explanation also covers model L, LB and MB, except the economizer action, which 
is explained on page 176. 

This carburetor is termed a “plain tube” type, because the whole air supply is taken 
through a single unobstructed channel of fixed size through the jet. Air valves, metering 
pins and dash pots have been dispensed with. 

How the desired mixture can be 
maintained is answered in the principle 
of introducing a small amount of air 
into the gasoline jet at (C) before it 
sprays out into the main air passage 
(E), forming what is known as an 
air bled’’ jet. 

Action—the gasoline leaving float 
chamber (R) through (0 and H), 
rises through a vertical channel 
(X) — not clearly shown, but 
around tube (J). Air taken in 
through (C), discharges into gaso¬ 
line channel through small holes at 
bottom of passage (0), after break¬ 
ing up into finely divided particles, 
the gasoline issues forth through a 
number of small holes or jets into 
the high velocity air stream of the 
small venturi (V). This gives a 
constant proportion of air to gaso¬ 
line and atomizes the fuel com¬ 
pletely. 

The accelerating well; to accel¬ 
erate or speed up an engine, re¬ 
quires enrichment of the mixture. 
Dash pots, metering pins, etc., have 
hertofore been used for this pur¬ 
pose, but here they are dispensed 

with. Concentric and communicating with passage (X), which conducts the gasoline to the jet, is formed 
a reserve chamber, or “accelerating well,’' (F). With engine idling or slowing down, this well fills with 
gasoline, and whenever the venturi. suction is increased, by opening the throttle, the level of gasoline in 
this well (F) goes down, and the gasoline thus displaced passes through small hole (G) at bottom of 
well and joins the flow from (H), on up (X), out (S) into jet, thus more than doubling the normal rate 
of feed. 



Idling—This is where tube (J) action comes in. Note that (J) is not mentioned up to this time. 
When throttle is closed, gasoline is drawn in through hole (I) at bottom of tube (J), mixed with air 
taken in at (P) and discharged through idling jet (L) with highest degree of atomization, due to the 
fact that a vacuum of more than 8 pounds exists above the throttle (T) when engine is idling and 
throttle closed. 

As the throttle is opened from idle, and the engine speed increases, more gasoline is drawn through 

(O and H), and it begins to discharge into the small venturi (V), as well as though the jet at the edge 

of the throttle. Thus the gasoline is given alternative paths, so that it can follow the one leading to 
the greater suction. 

The difference to be noted, between slow speed and high speed, is that the flow for high speed is 

not up the tube (J), but through passage (X), out (S) into jet. For idling, it is through tube (J), out 

(L) and when opening throttle from idling, out both. 

There are two Venturi tubes; a small one (V), and a large one (VI), which produces a very high 
air velocity. (see page 147 for explanation of venturi.) 



Stromberg Model “H.” 

Is a different principle than L & M. It would be 

termed a compensating type carburetor. 

For low speeds the gasoline is taken from spray 
nozzle (0), in venturi tube, through which hot air 
passes. Regulation of amount of gasoline is by 
needle valve (A). 

For high speeds, the nozzle in center of air valve, 
which is automatically regulated by opening of the 
air valve, thus supplying the necessary volume of 
gasoline for high speed. Adjustment for high speed 
is by (B), which controls the amount of flow of 
gasoline on high speed by regulating the time when 
the needle valve begins to open. Needle valve opens 
only when (B) comes in contact with (X). (B) is 

raised by throttle opening at high speed. There ii 
usually about ^ 2 " clearance between B and X. 

Low speed adjustment is controlled by. the 
needle valve “A.” If too rich, as indicated by 
the engine “rolling” or “loading,” turn “A” up, 
thus admitting less gasoline and making the mixture 
leaner. If mixture is too lean, turn “A” down, 
thus admitting more gasoline and richer mixture. 

High speed adjustment: Advance the spark, open 
the throttle. If mixture is too lean on high speed, 
screw “B” up until desired results are obtained. 
If mixture is too rich, screw “B” down. 

—continued on page 178. 


CHART NO. 8GA—Stromberg Carburetor. Explanation of the Model “L & M, 
“Pitot” Principle of Carburetor and Model “H,” Compensating Type. 


” “Plain Tube” or 

































































































178 


DYKE’S INSTRUCTION NUMBER THIRTEEN. 


—Stromberg model “H”—continued. 

Nozzle: Before changing a nozzle, check np closely 
on the ignition system, examine all manifold and 
valve head connections, for air leaks, as it is ab¬ 
solutely impossible to make a carburetor operate 
properly if the ignition is not in good condition or 
there are air leaks in the engine. 

If, however, with the engine in normal condition 
it is necessary to turn needle valve “A” down 
more than two and a half turns, and still engine 
will not idle, it indicates that the primary nozzle 
Is too small and that a larger one should be used. 

If it is imposible to get enough gas on high speed 

except when nut “B” is so high that there is no 
clearance at “X” on idle, a higher number needle 
should be used. 

If too much gas on high speed when nut “B” is 
turned down as far as it will go, a lower number 
needle should be used. 


To change the primary nozzle, take out the needle 
valve “A” and remove nozzle with a regular screw 
driver. To remove taper valve on high speed, pull 
up steering post control, unscrew nut “B” all the 
way and lift valve out. This valve and nut “B” 
are assembled together and should be ordered in 
that way. Do not attempt to take these apart or 
to change the taper. 

Never change nozzle more than one size at a 
time. The nozzle opening gets smaller as the 
number gets larger; thus—a No. 59 is smaller 
than a No. 58. 

High speed needle valves deliver more gas as the 
number gets larger; thus—a number 7 will give 
more gas than number 6. 

Always install carburetor with the float chamber 
towards the radiator. 

This carburetor was used on 1917 Marmon. 


HIGH-SPEED SPRAY COMiS 
OUT HERE. 


throttle valve 

LEVER 


IDLING STOP 
ADJUSTMENT 


VACUUM TANK 

Tube mole 



PRIMARY NOZZLE 


DASH 

POT 


metering ; 

PIN - 


METERING 
PIN CARRIER 
AND RACK 


DASM CONTROL 



DASHADJ 

pr 

HIGH-SPEED 

, ADJUSTMENT 


PIN 

aid valve -E 
gh-spled 

NEEDLE 
NEIDLE SLAT 

DASH POT 

•PISTON 
CHAMBER. 

‘ONE OF FOt/J? 
HOLES TOP HID¬ 
ING GAS 


run, 

INLET 


SI£AIN£ie 


PRIMARY ALR 


LOW-SPIED ADJ*A 
N£e£>ie v/\lve 


Stromberg model HA—sectional view. 


DASH POT 
CHECK VALVES 


Fig. 4—There is only one adjustment 
and that is the metering pin, which is 
interconnected with the throttle. Or¬ 
dinarily the metering pin should be 
two-thirds the way through. 


AIR. 


GASOLINE 



Fig. 3 —flow the metering pin D varies 
the misture in the Stewart. Air passes 
through the passages J? around the 
nozzle 


*Stewart Carburetor (on the Dodge). 

On the Dodge the carburetor (figs. 4, 3) is on left side of engine, 
and is fed from a Stewart vacuum tank. The carburetor is sup¬ 
plied with a hot air attachment which draws air from around 
exhaust manifold to air inlet. 

Principle: (fig. 3). The automatic metering valve (A) rests 
on the valve seat (B) when the engine is not running. As the 
engine begins to rotate the suction of the pistons raises the valve 
(A) from the seat drawing in air around it (B to B) as indicated 
by arrows. The sflction also draws gasoline up within the valve 
stem as indicated by arrow from (B) which mixes with the incom¬ 
ing air in the chamber (C). 

The one adjustment of the Stewart is that of proportioning the 
volume of gasoline to the air admitted. The air being always a 
fixed factor it is only necesary to adjust or regulate the volume 
of gasoline admitted which is controlled by means of the tapered 
metering pin (D). 

This adjustment is made when the engine is running at idling speed. By 

turning the adjusting screw (on “dash control,” see lower part fig. 4), 
either to the right or left, raises or lowers the position of the tapered metering 
pin, thereby allowing an increased or decreased supply of gasoline to be drawn 
up into the mixing chamber. When the proper proportion has been determined 
at slow speed, it will be seen that as the speed of the engine increases, the 
automatic metering valve (A) will rise higher from the seat (B) and away 
from the tapered metering pin (D) which will allow a greater supply of both 
gasoline and air, in exactly the same proportion, be admitted to the cylinders. 

On the Dodge, fig. 4, the tapered metering pin is subject to control within 
fixed limits by means of the “dash control” ratchet, (see lower part of fig. 4 
for connection), for the purpose of obtaining a rich mixture for starting. 
Should there be any reason for changing the fixed adjustment of the tapering 
metering pin (D), it can be done by turning the stop screw adjustment on the 
“dash control,” (see lower part of fig. 4). Turning it to the right lowers 
the positon of metering pin and allows more gasoline to be admitted to the 
spray nozzle—enriching the mixture. Turning it to the left raises pin and 
decreases supply. The throttle valve is in top of carburetor, (see fig. 4.) 


CHART NO. 87—Stromberg Model “H”—Continued. Stewart Carburetor on tbe Dodge Car. (»e« 
page 162, Address of Carburetor Manufacturers.) *g ee a ] s0 r , age 733 . 


















































































CARBURETOR ADJUSTMENTS. 


179 


The Carter 

can scarcely be called a 
multiple-jet, yet it is a 
typical expanding design. 

The illustration shows 
why it is included in 
this classification in 
that its nozzle is a ver¬ 
tical standpipe in the 
walls of which are 
drilled various holes in 
the form of an ascending 
spiral and out of each 
hole the gasoline issues. 
At low speeds, when the 
gasoline is drawn to 
only a moderate height 
in this standpipe, the 
fuel issues from but few 
of the lower holes. As 
the gasoline rises higher 
in the standpipe at in¬ 
termediate speeds it is¬ 
sues from more of the 
openings; and when it 

rises still higher at high speeds yet more of the openings are brought into operation. The main air 
opening is in a vertical tube surrounding this standpipe so that the inrushing air passes along the pipe 
excepting at the lower end. There is an auxiliary air valve. The pipe or multiple jet tube B can be un¬ 
screwed by the kurled head D. Heated air can be drawn in at the side. 

At C—air enters; the amount is controlled by the little throttle shown. Still more air can pass into 
carburetor from the air valve on the left side, this supplementary supply passing upwards after mixing 
with the warm air. 

The Marvel Carburetor—(used on Buick and Oakland 34B). 

The Marvel model E is a double jet type whose special feature is the application of exhaust heat to 
a jacket surrounding the throttle 
chamber and venturi tube, amount 
of heat being automatically con-! 
trolled by the throttle opening.! 

Outside the float mechanism thisj 
carburetor has but one moving 
part, the auxiliary air valve. 

Two jets are used, a primary 
low speed jet and a secondary! 
high speed jet which is brought 
into action by the opening of the 
auxiliary air valve. 

When the engine is idling the 
hinged auxiliary air valve rides on 
its seat against bore of mixing chamber, thus 
closing off the air passage past the tall high 
Bpeed jet in this part, rendering it ineffec¬ 
tive. At this time the air passes up through 
the small venturi surrounding the low speed 
i jet. 

As the suction of the engine increases the 
auxiliary air valve is opened against the 
spring pressure, and the second jet comes 
j into action. 

A choker valve in the main air entrance 
allows a rich mixture to be obtained for 
starting. This device may be controlled 
from the dash so that when engine is cold 
it may bo closed to prevent back-fires, and 
gradually opened up as engine warms up. 

The feature of this carburetor previously mentioned is the exhaust heated jacket. The heat is con¬ 
trolled by a damper connected to the throttle lever, which damper can be set to give any degree of heat 
desired. This is of particular importance as the quality of gasoline is yearly becoming heavier and heavier. 
This heat damper therefore can be set to admit sufficient heat to secure good vaporization of such heavy 
fuel on low throttle, and then as throttle is opened the heat is automatically cut off, thus insuring maxi¬ 
mum power at the higher speeds where heat is not necessary to good carburetion. 

By such an application of heat the entering air is not preheated and this naturally results in greater 
thermal efficiency and power due to a maximum cylinder filling at each stroke of pistons. 

Adjustment; start by turning needle valve “A” to the right until it is completely closed. Then 
adjust the air adjustment “B” until the end of the screw is even with the end of the ratchet set 
spring above it. 

Next open “A” (gasoline needle) one turn, start the engine as usual, using the strangler button (S) 
to get a rich mixture at first. Allow engine to settle and warm up; then gradually cut down on “A,” 
until engine runs smoothly. 

Next turn air screw “B“ to the left, a little at a time, until engine begins to slow down. This in¬ 
dicates that the air valve spring is too loose. Turn it back to the right just enough to make the engine 
run well. 

To test the adjustment, advance the spark and open the throttle quickly, the engine should “take 
hold" instantly and speed up at once. If it misses or, “pops back” in the carburetor, open needle 

valve “A" slightly turning to the left. If this does not give results, the air screw “B“ may be tight¬ 

ened a little by turning slightly to the right. It should be borne in mind, that the air valve should be 
carried as loosely as possible, and that the adjustment for “pick-up” may be obtained by carrying more 
ghs with needle valve “A” rather than to tighten up the air valve too much. 

The best possible adjustment is secured when air adjustment “B“ is turned as far as possible 
to the left and needle valve “A” to the right, providing the engine runs smoothly and picks up quickly 
when the throttle is open. The speed of the engine is governed by the small set screw in the throttle 
stop. If the engine runs too fast, turn screw to the left, if too slow, turn screw to the right. 





Carter expanding carbureter, the noz¬ 
zle of which is a vertical standpipe 


CHART NO. 88 — The Carter Carburetor. The Marvel — (see addresses of manufacturers on page 161). 












































































































180 


DYKE’S INSTRUCTION NUMBER THIRTEEN. 



• V,* 

/A 

■M4 



run. inlct 


The Master Carbureter is a Concentric Float Type with a rotary throttle and horizontal fuel distribu 

ter extending across the air passage. 

Referring to the Sectional View, the fuel distributer extending across the air passage is shown at C. 
This has a number of small holes drilled along its length, and the lower opening H in the rotary throttle 
D is so shaped as to uncover more and more of these holes as the throttle is opened . At the same time, 
due to a similar opening H in the upper surface of D, an increasing amount of gas is admitted through 
the intake 0. Thus the fuel supply is mechanically apportioned in accordance with the throttle open¬ 
ing. 

When the Throttle is Wide Open there are no restricted passages. 

The Air Enters, through the Intake A and mixes with the fuel issuing from the small holes, and 
passes on to the engine through the openings H and H'. 

The Gasoline gets to the Distributer through the Passage P from the float chamber. A common supply 
tube running along the lower part of the distributer takes care of each individual distributer tube. 

One Jet for Idling. When the throttle is closed, there is still or.e distributer hole uncovered which 
admits sufficient fuel for slow-speed or idling. 

To Regulate the Air Supply and thus control the mixture, the air damper B is placed in the air 
passage. This is simpiv a flat piece of metal arranged to swing about its base so as to shut off any 
part of the air. As shown, it is set for a rich mixture, whereas, if partly open, the proportion of air 
would be greater. 

T THE MAYER CARBURETOR (Example of 

Model used on the Saxon.) 


L— 



Carburetor Action: The float chamber main¬ 
tains a constant level or supply of gasoline for the 
motor. Gasoline flows from the feed pipe through 
an intake plug (P),thence through the float valve 
and into the float chamber (C). A cork float (F) 
raises or lowers the float valve, inus regulating 
the incoming flow of gasoline in proportion to the 
supply in the float chamber. 

After leaving the float chamber the gasoline 
passes through a nozzle (N) from which it is 
™ ’ sprayed in a fine stream into the mixing chamber, 

j—"F The quantity of gasoline passing through the nozzle 
is regulated by the “needle valve” (R). 

The suction created by the downward motion of 
the motor pistons draws air into the mixing cham¬ 
ber <M) through the primary ana auxiliary air 
inlets. This air flows into the mixing chamber 
around the nozzle and picks up the gasoline which 
leaves the nozzle in the form of a spray. Thus the 
action of the mixing chamber is not unlike that 
of an ordinary atomizer in which the air, forced 
from the rubber bulb, picks up a certain amount of 
the liquid in- the bottle and sprays it out in the 
form of a fiirte vapor. 

At the front end of the carburetor is the auxiliary air inlet (I). At low speeds, wfien only a small 
amount of air is being drawn through the carburetor, the spring (J) holds this valve almost shut. As 
the speed increases and more air is needed, the suction draws the valve further open, admitting more air 
and automatically producing the correct mixture for all motor speeds. 

When Adjustments are Necessary, observe the following instructions: 

Adjust float (F), which is right when about 9/16 in. from top of float chamber, or when in about 
the third groove on float valve stem. 

Slow Speed Idling: Throttle valve (T) should be adjusted at (A), to get proper speed for idling. 
The needle valve (R) is adjusted only to get proper mixture at low speed. The auxiliary air adjustment 
(L) takes care of high speed. 

High Speed Adjustment: With the needle valve adjusted for proper mixture at low speed, the only 
adjustment required for high speed may be made from the dash, by means of dash adjustment, which 
operates cam lever (L). For less air, pull the dash adjustment out. It is advisable to use as much air as 
possible, as this gives best economy. 

Easy Starting: To start the motor, close starting valve (S), which is operated by rod running to 
front of radiator, crank motor, and open starting valve immediately. In starting, during cold weather, 
with the motor cold, the air can be cut down to suit conditions, then, after motor is warmed up, the 
air may be readjusted. 

If the weather is cold or extremely humid, turn the needle valve (R) at bottom of carburetor to the 
left for more gas, while the motor is running, until it fires evenly under load or while the car is in motion. 
Too Tich a mixture will be distinguishable by black smoke from the exhaust. Too light a mixture will 
cause uneven firing of the motor. 

If the weather is hot or extremely ary, readjust needle valve, turning to right for less gas. 


CHART NO. 89—The Master Carburetor. The Mayer. 

Master Carburetor Co., Detroit; Mayer Carburetor Co., Buffalo, N. Y. 


























































































CARBURETOR ADJUSTMENTS. 


181 


Principle of the Zenith Carburetor. 

We shall first consider a simple type of carburetor or 
mixing valve. This consists of a single jet (G), placed in 
the path of the incoming air, and fed from the usual float 
chamber (F), see fig. 1. 

As the speed of the engine increases, the flow of the 
air increases, but the flow of gasoline from the jet in¬ 
creases faster, causing the mixture to become richer and 
richer. The mixture is practically constant only between 
narrow limits and at very high speed. 

A second type of carburetor (fig. 2), is shown in which 
the spray nozzle receives its gasoline from the well (J). 

The gasoline in the well is fed by gravity only through 
compensating jet (I), and is not affected by the suction, 
as the well is open to atmospheric pressure. The flow of 
gasoline is therefore constant at all engine speeds, while 
the flow of air increases with the engine speeds, the mixture 
also becomes poorer and poorer as the speed increases. 

It will readily be seen that the second type produces 
the opposite effect from the first, while a combination of 
the two is shown in fig. 3, will result in a constant mixture, 
when jets are properly chosen. 

This construction, further illustrated in fig. 4, admits 
of the addition of the priming tube (J) extending into the 
secondary well (P) and opening at the point (U) of the 
closing butterfly (T). With the butterfly partially open, 
the suction at this point (U) is powerful and draws the 
well full of gasoline into the cylinders, effectively priming 
the engine. Also by the introduction of this secondary 
well, which measures the gasoline used in running idle, a 
perfect mixture is obtained at very low engine speeds. 

The level of the gasoline in the float chamber is set 
at the factory and need not be changed, but in case it does, 
the gasoline level is as shown on page 16 8. 

Causes and Remedy of Troubles. 

The matter in this page as well as the adjustments on 
page 18 2, refer to all types of Zenith Carburetors. 


If engine does not slow down or idle: If en¬ 
gine “ lopes/ ’ that is speeding up and slowing 
down as if fitted with governor; evidentlv 
too much gasoline—(1st) adjust air screw (O). 
(2nd) look for air leaks at manifold and other 
joints. See that jets are tight on seat. (3rd) 
water accumulation in the pjassages; remove 
plugs under carburetor and clean (I) and (G). 

If engine does not pull properly going up hill: 
(1st) engine cold, insufficiently heated. (2nd) 
mixture too lean or too rich (irregular running 
results in latter case) try a larger and smaller 
compensating jet (I), using the one which gives 
best results. Also jet (G) and corresponding 
size of choke tube. 

If the car does not attain its proper speed: 
(1st) mixture too lean; try adjusting slow speed 
(O). If chronic, try larger main jet (G). (2nd) 

mixture too rich, try regulating air intake at Z 
(figure 2, page 159). If chronic try a smaller 
size main jet (G). 

When trying a new jet, the choke tube (X) must 
also be changed. Choke can be removed from upper 
part of barrel by removing screw (XI) and throttle 
valve. If stuck, remove cap and jet at lower part of 
carburetor and use a brass rod to drive it out. 


CHART NO 90—The Zenith Carburetor: Principle. See page 159 for the Temperature Regu¬ 
lator used with this carburetor. Also refer to index for “Specifications of Leading Cars'? for 
(Zenith Carburetor Co., Detroit, Mich.) 




stead of float chamber. 



users. 












































































































































182 


DYKE’S INSTRUCTION NUMBER THIRTEEN. 



Figure 6. Zenith 
“V” type engine. 


‘Duplex” Carburetor for 


Adjustments of the Zenith: There are but two ad¬ 
justments on the Zenith. These adjustments are pro¬ 
vided to properly “idle” the engine. With the aver¬ 
age carburetor, if maximum speed is desired proper 
idling at slow speed is sacrificed or vice versa. By 
means of admitting more or less air, however, through 
the small slow speed adjusting screws (O) the Zen¬ 
ith carburetor will idle without “choking” and “lop¬ 
ing” and yet, the maximum speed can be obtained— 
providing, of course, the main jet, compensator and 
choke tube are the proper size. 

By referring to the illustration fig. 6 it will be 
observed that a small amount of air is admitted over 
and above the mixture through the plug (J) that is 
fed from the idling well. After the engine is speeded 
un the mixture is drawn through the main jet. 

There are three parts which must be of the correct 
sixe. The choke tube (X), main jet (G), compen¬ 
sator (I). The size is determined by the manufac¬ 
turer, according to the type of engine; four, six or 
eight cylinder, bore and stroke. After once being 
fitted to carburetor then there are no other adjust¬ 
ments except the slow speed valve (O) as mentioned 
above. 

If the choke tube is too large the pick-up will be 
defective and can not be bettered by the use of a 
larger compensator. Slow speed running will not be 
very smooth. 

If the choke tube is too small. The effect of a 
small choke is to prevent the engine from taking a 
full charge with the throttle opened fully. The pick¬ 
up will be very good, but it will not be possible to 
get all the speed of which the car is capable. 


Figure 6. Sectional view of Zenith Duplex. 
A—Main air intake, con- L—Lower plug. 


nected by flexible 
tubing to take air 
from around the hot 
exhaust pipe. 0— 
float cover. 01— 
Needle valve cap. 
By unscrewing this 
the float can be op¬ 
erated for priming 
if necessary. D— 
Connects to gaso¬ 
line supply. 

D1—Filter screen. 

D2—To drain. 

E —High speed gas 
opening. 

El—Main jet set screw. 

F —Float (metal). 

G —Main jet. 

G2—Needle valve collar. 

H —Cap jet. 

I —Compensator. 

J —Priming plug in 
idling well. 

K —Low speed gas 
opening. 


N—Seat of slow speed 
adjustment screws. 

O—Slow speed adjust¬ 
ment screws. 

R—Spring to hold float 
cover. 

S—Needle valve seat. 

T—Butterfly throttle 
valve which is oper¬ 
ated by Tl, which 
i s connected b y 
throttle rod to ac¬ 
celerator or hand 
throttle lever on 
steering wheel. The 
opening of T, when 
closed for idling, is 
regulated by the 
stop and two set 
screws shown to the 
side of Tl. 

Tl—L ever operating 
throttle butterfly 
valve. 

X— Choke tube. 

XI— Screw holding 
choke tube in place. 


level road it will give the usual indications of a 


If the main jet Is too large. At high speed on a 
rich mixture: irregular running, characteristic smell from the exhaust, firing in the muffler, sooting up 
at the spark plugs, low mileage. The influence of the main jet is mostly felt at high speeds. 

If the main jet is too small. The mixture will be too lean at high speed and the car will not attain 
its maximum. There may be back firing at high speed, but this is not probable, especially if the choke 
and main jet are according to the factory setting. This back-firing is more often due to large air leaks 
in the intake or valves or to defect in the gasoline line. 

The compensator (I) : From the explanation of the Zenith principle given on page 181, it is 
readily noted that the influence of the compensator is most marked at low speeds. The compensator 
size is best tried out on a hill, as regular as possible and as long as possible, and of such a slope that 
the engine will labor rather hard to make it on high gear. A long, even, hard pull of this sort taxes the 
efficiency of the compensator to the utmost, and will indicate readily the correctness of its adjustment. 

If the compensator is too large. Too rich a mixture on a hard pull. It will give the same indication 
as for rich mixture at high speed on the level. 

If the compensator is too small. Too lean a mixture. Liable to miss and give a jerky action in the 
car, on a hard pull. 

Remark: When trying out or fitting new jets, etc., tests should be made systematically, first start¬ 
ing the main jet, then the compensator, then the choke. Bear in mind that when the choke is increased 
the main jet should be increased. Water in gasoline will sometimes lodge in tube (J) and prevent 
proper idling. Remove and clean. This is a common trouble unless a strainer is used. Temperature 
regulator type used on the Zenith is shown on page 159, fig. 2. 


-CHART NO. 91—The Zenith “Duplex” Carburetor (vertical type) as used on V-type Automobile 

and Airplane Engines. 



















































CARBURETOR ADJ USTMENTS. 


183 


The Hudson Carburetor 

Is illustrated below. * The carburetor is of the “metering pin” type, also called “meas¬ 
uring” pm. A, fig. 1, is the measuring pin, which is controlled by a small lever connected 
with the gasoline feed regulator lever.” This lever is connected with a lever on the dash 
which “measures out” the 
gasoline to be fed. A study 
of fig. 1, will make this 
clear. 

The air entering carbure¬ 
tor is also controlled by 
“air lever” on dash. Note 
in fig. 1, the body of car¬ 
buretor is not shown, but 
is illustrated separately in 
figs. 3 and 2. 


OUTER BODY 
CARBURETOR 
mot SHOWN 
IN THIS VIEW 



Instructions for Assembling Measuring Fin 
and Piston 

IMPORTANT 

■WHEN ASSEMBLING METERING pin and also the air bell to The 
throttle body be SURE The ARROW on THE BELL POINTS in 
The same DIRECTION AS THE OPEN ENO OF THE V GROOVE. Vll . < 

AND That arrow on BELL ALSO POINTS IN SA*£ DIRECTION AS 
ARROW IN THROTTLE BODV. 

TH4SE ARE IMPORTANT FOR CARBURETOR TO FUNCTION PROPERLY 


r* 



S_ 

MOTOR i 

r 

• 

L 

• 

• 

• 



ARROW IN THROTTLE BODV 


TOP VIEW 

ARROW ON THS CELL 


PHEUHATIC CONTRO 


Kn 


TO 

ENGINE 


DRAIN COCK 

Carburetor Ga»oIine Level -END VIEW 


THROTTLE 

VALVE 

_ 




Si ii 

ra piston: : 


:'i \—/ 
- S-^— 




—4 

i._; V GROOVE-^. 

IN MEASURING PIN 


ssssnsa: 


MEASURING PIN 
SEE FIS I 


;i. 


ffA) \ 


AlR 

intake 


FIG. 3 


Side vew 


"Ch*4«r" 

Starting 

V.!** 



the tillotson 
CARBURETOR 

used on the 

OVERLAND MODEL 65 


Secondary #* 

High Speed Noitl* 

Primary •» 

La» Syecd Nellie 



Needle Vale* 



U.d (• 
N«tx!r • 


Float mechan¬ 
ism of the 
Tillotson car 
buretor, used 
on the Over¬ 
land: Note 

level of gaso¬ 
line. 


Tillotson Carburetor 

Used on the Overland engine is illustrated. It 
may be termed a double jet, variable venturi car¬ 
buretor. 

A uniform partial vacuum is maintained at the 
fuel nozzle by two flexible reeds, which are mounted 
in a cage, so designed that the maximum opening 
gives the required volume for maximum speed. 

When the reeds (fig. 2) are closed they cause the 
highest possible vacuum at slower engine speeds. 

The reeds open and close 
according to the speed of 
engine. These reeds are so 
placed that as they move 
they form a virtual vari¬ 
able venturi. A secondary 
nozzle comes into opera¬ 
tion at higher speeds and 
is not in use at the lower 
speeds. 

Adjustment; there is but 



one, which is the needle 
valve. 


Position of reeds at 
unde open throttle. 
High engine speeds 


CHART NO. 9IB—The Hudson Carburetor—metering pin type. The Overland Carburetor (Til¬ 
lotson). 

















































































































































































184 


DYKE’S INSTRUCTION NUMBER THIRTEEN. 


SLOW SPEED AIR THROTTLE 
ADJUSTMENT STOP 5C.PEW I 


fflS3r 




fig a 


Fig. 1: Johnson old style 
carburetor. 


SPRAY NEEDLE Fig. 2: Model A. 



mixer chamber- 

sleeve 
strangle TUBE 


idle 

tOJUSTMEWT 


FLOAT 

CHAMBER 


K-high SPEED 
ADJ 


Adjusting Johnson Carburetor (old style). 

Indications of adjustment: (A)—lean mixture; 

(B)—engine difficult to start; (C)—“popping- 
back” on quickly opening throttle; (D)—engine 
knocks when throttle is opened quickly; (E)—en¬ 
gine will not idle. 

Many mechanics can adjust this carburetor for 
high speeds but sometimes find difficulty in ad¬ 
justing for low speeds or idling. 

The correct procedure of adjustment is as follows: 

(1) —retard spark. 

(2) —close the slow speed air adjustment screw 

(fig. 1). 

(3) —warm engine. 

(4) —see that the intake pipe manifold where it 

connects to carburetor flange does not leak 
air. Sometimes a water jacketed intake mani¬ 
fold will become “ air-locked ’ * and water will 
not circulate, depriving it of heat. Open 
“plug,” as per fig. 1A, page 15 7. 

(5) —accelerate engine by opening and closing 

throttle rapidly. If mixture is too rich, ac- t 
celeration will be sluggish; if too lean, it will 
“pop-back” considerably. The spray needle 
adjustment should be set between these two 
points. 

(6) —retard the spark and close the hand throttle. 

Adjust the throttle stop screw until the en¬ 
gine runs very slowly regardless of whether 
it operates evenly or not. 


shown (fig. 1) is attached by two lugs to 
what is known as the lift plate. This ring 
is somewhat curved, and if the slow speed 
air adjustment can be opened more than 
3^2 turns without obtaining good idling, the 
curve is excessive and the ring should be 
slightly flattened. 

(10)—if on the other hand the air adjustment can¬ 
not be opened, the ring is too flat and should 
be slightly curved. The standard setting is 
% 2 in. from the edge of the ring to the lift 
plate to which it is attached. 

Adjusting (Model A). 

(1) —turn both idle screw and high speed needle 

(fig. 2), to their seats, and set the throttle 
stop approximately the correct position for 
closed throttle. 

(2) —open the high speed needle 1 y% turns. This 

permits the engine to be started. Warm the 
engine up by running a few minutes. 

(3) —place spark lever in full retard position, and 

open the throttle until the engine turns at a 
speed equivalent to about 20 to 25 miles per 
hour. 

(4) —turn high speed spray needle to the right un¬ 

til the engine speed decreases. 

(5) —then turn the spray needle to the left until 

the engine speed increases and then decreases 
from a rich mixture. 


( 6 ) 


(7) 


(7) —open the slow speed air adjustment until the 

engine idles evenly if possible. If it runs 
too fast close down the throttle stop screw. 

The adjustments on the stop screw and the 
low speed screw should be made simultane¬ 
ously. 

(8) —it may be found that the low speed air ad¬ 

justment cannot be opened at all. In this 
case the low speed mixture is too lean. 

Possibly the low speed air adjustment can 
be opened more than 3% turns, when the 
. mixture is too rich. Do not touch the spray 
needle setting, but proceed as follows: 

(9) —disassemble the carburetor. A small ring, 

Principle of Johnson Carburetor. 

The Johnson is a “gravity air valve type," with a 
single concentric jet. in which air valve is made up of a 
sleeve rising and falling by suction and gravity in cyl¬ 
indrical passage above jet. 

There are three stages of vacuum; one is the space be- 


turn again to the right to a point midway 
between the extremes. This is the correct 
mixture and will give the best results for all 
throttle positions. 

Adjust the throttle stop screw to the desired 
idling position. 

(8)—if uneven firing occurs correct either by un¬ 
screwing the idling jet to enrich the mixture 
or screwing up the idling jet to give a leaner 
mixture. The average setting is % turn from 
the seat. This adjustment must be made with 
the spark and throttle levers fully retarded. 

The float should set evenly all around, the bot¬ 
tom being % in. from the float chamber seat as 
shown in fig. 2. 


tween the throttle and strangle tube, the second, in the 
strangle tube itself, and the third, in the space below 
the plate on the bottom of the air valve sleeve. By re¬ 
moving the location of the idling adjustment (in fig. 1) 
the flow of gasoline for this purpose has been brought 
into a zone of greater vacuum and henee better idling 


CHART NO. 92—Johnson Carburetor. See “Specifications of Leading Cars” for users, page 543. 























































































COOLING. 


185 


INSTRUCTION No. 14. 

COOLING: Water Cooling. Circulating Pumps. Radiators. 
Fan. Water Thermostat. Radiator Damper. Air Cooling. 
Cause of Trouble in the Circulating System. Cleaning 
Radiator. Stopping Leaks. Non-Freezing Solution. Heat¬ 
ing a Car. 


Water Cooling. 


If no provision is made for cooling the 
cylinder of a gasoline engine, the intense 
heat of the explosions would heat it to a 
point that would cause the lubricating oil 
to burn, and become useless. At the same 
time, the cylinder must not be kept too 
cool, for that would prevent development 
of full power; the cylinder must therefore 
be permitted to get as hot as is possible 
without burning the lubricating oil. About 
170 degrees Fahr. or below the boiling 
point, appears to give the best results—see 
page 18 8, fig. 9. 

The cylinder may be cooled either by 
water or air, and while the greater number 
of engines are water cooled, air cooling, 
however, has been developed to a point 
where successful results are attained. 

The water cooling system consists of 
jackets (see fig. 6, page 188), around the 
part of the cylinder that is to. be cooled, 
through which water may flow; a radiator or 
cooler for cooling the heated water; and 
some method of keeping the water in circula¬ 
tion, together with the necessary connec¬ 
tions (see charts 94 and 95). The jackets 
are usually cast in one piece with the cyl¬ 
inder, although in some cases they were 
formerly made by forming sheet copper 
around the cylinder to form passages 
through which the water would circulate. 
When heated, the water passes to the radia¬ 
tor, where the rush of air to which it is 
exposed absorbs the heat, cooling the water. 


To maintain the cylinders at a workable 
temperature, a quantity of water is carried 
in a supply tank or radiator, from which it 
is caused to circulate continuously through 
the jacket of the engine cylinder by a small 
pump driven direct from one of the cam 
shafts or by the thermo-syphon principle. 
The heated water from the cylinder returns 
back to the tank on radiator and then passes 
through a series of thin copper tubes. The 
object is to dissipate as much as possible, 
the heat absorbed by the water by exposing 
it to a large cooling surface of metal. 

The radiator system is always fixed in 
the forward part of the car, to obtain the 
full benefit of the draught of air. The same 
water is used over and over again so that it 
is only necessary to replace the loss caused 
by evaporation and leakage. 

It is usual with radiator systems to have 
a rotary fan to assist in inducing a draught 
of cold air through the radiators and ac¬ 
celerating the cooling when the car is mov¬ 
ing slowly, as in hill-climbing or slow 
running in traffic. The fan is driven from 
the engine shaft by a belt or gear and fixed 
back of the radiator. (Fig. 6, chart 95.) 
The alternative method, which avoids the 
use of a separate fan, is provided by fan- 
vaned arms in the fly wheel. (See fig. 3, 
chart 94.) 

The two systems of circulation are the 
“ thermo-svphon ’’ system and the "force'’ 
system.** 


Thermo-Syphon Water Circulation System. 


The thermo-syphon circulates the water, 
because when water is heated, it rises. The 
connections are the same as for the force 
system, except there is no pump, and the 
connection from the water jacket outlet to 
the top of the radiator slants upward. It 
is more necessary to have clear passages for 
the thermo-syphon system than for the 
force system, because the pump, in the force 


system, will force the water past an ob¬ 
struction that would stop the flow of water 
that moves only because of its heat. 

Height of radiator—Thermo-Syphon system— 

must be higher and lower than the extreme top 
and bottom of the water jacket. (See fig. 6, chart 
95.) 

Height of water—Thermo-Syphon system—to 
properly circulate, water should be kept at level 
above top inlet of radiator. Below this point cir¬ 
culation ceases and water boils. 


Force Water Circulation System. 


In the force system, the engine drives a 

pump which keeps the water in constant 
circulation, as shown in fig. 4, chart 94 
and fig. 7, chart 95. The pump forces the 
water from bottom of radiator to the inlet 
at the bottom of the water jacket, through 


which it flows to the outlet at the top, 
whence it goes to the top of the radiator, 
flows through the radiator to the bottom. 
As it passes through the radiator tubes it is 
cooled. After passing through in this man¬ 
ner it is again drawn through the pump. 


*By referring to page 543, “Specifications of Leading Cars” the cooling systems of leading cars, is 
given. 

♦♦Lower priced cars show a tendency to use the thermo-syphon system whereas higher priced cars the 
pump or forced circulation. 


186 


DYKE’S INSTRUCTION NUMBER FOURTEEN 



Cold wafer f. r i 
entering ° ' 


Cold wafer 
from bottom of 
Radiator ' ‘ / 

being pumped tn / Ft 


o 4 


(f t L 

*1 tl) 

(i t B 

t tjj 

f “if 'ilL I 

“ I . C 1 

-I H 

fU—-U| 

V- 

if 

/ 


Fig. 1—Thermo-Syphon principle of water cir¬ 
culation. 

Fig. 4—Forced or Pump principle of water cir¬ 
culation. 

The gear type pump is shown at the top, right 
hand corner. 



Water Cooling Systems. 

Fig. 1—Thermo-Syphon Circulating Water Cool¬ 
ing System. This system does not require a force 
pump to circulate the water. The water enters the 
cylinder jacket at bottom. Upon becoming heated 
by the explosions going on within the engine the 
water rises to the top, entering the pipe and pas¬ 
sing into the radiator at top where it is brought 
into contact with a large cooling surface, in the 
shape of the radiator. On being cooled and there¬ 
by becoming heavier, the water sinks again to the 
bottom of the cooling system, to enter the cylinders 
once more and to repeat its circulation. The cool¬ 
ing action is further increased by a belt-driven fan 
which draws air through the radiator spaces. 

Fig. 2—A Thermo-Syphon system in which inde¬ 
pendent pipes are taken from each pair of cylinders, 

the outlet pipes joining at the upper or tank part 
of the radiator. Cylinders in this instance are cast 
in pairs. 

Where cylinders are cast en-bloc, one water inlet 
and one water outlet pipe will suffice, as in Fig. 1. 

Fig. 3—Simple Thermo-Syphon Circulation. (Ren¬ 
ault system.) Pump dispensed with. The arms of 
the fly wheel are designed to act as fan blades; a 

separate fan is unnecessary, but the underpart of 
the engine must be carefully screened in. 

Fig. 4—Forced Circulation Water Cooling System. 

A water circulating pump is used with this system to 
force the circulation of water through the water 
jacket and radiator. A fan is also used, but not 
shown, which is driven by a gear from a cam shaft. 
The fan draws air through the radiator tubes. 
Fresh air passing through the tubes tends to keep 
the water cool. At the point “G” fig. 7, chart 95, 
gaskets are used to make water tight joints with 
the water pipes. 





-FAN AND 
FLYWHEEL 


Fig. 3. 


Fig. 9—This illustra¬ 
tion shows how the fan 
(see fig. 6, chart 96) 
draws air in through the 
cores in the radiator to 
keep the water cooled. 
This demonstrates clear¬ 
ly the function of the 
fan, and shows how 
futile is its attempt to 
cool the radiator when the winter cover is fully 
closed. There is no cooling action to the fan unless 
the front of the radiator is at least partially ex¬ 
posed. 



Fig. 6—A gear type of 
circulating pump consists of 
two small gears with large 
teeth, the two being in mesh, 
and placed in a casing that 
fits as snugly as possible. 
The water enters at one 
side where the teeth separ¬ 
ate and is carried around 
to the opposite side in the 
spaces between the teeth 
where it escapes through an 
outlet. This is the type in 
general use. 


Fig. 6.—The centrifu¬ 
gal pump acts on the 
principle of an air 
blower, and has blades 
projecting from a hub, 
which revolves at high 
speed inside of a casing. 
The water enters at the 
hub, and is thrown out¬ 
ward by the blades to 
outlet in casing. 


Fig. 7—The rotary 
type of circulating 
pump consists of a 
ring-shaped casing, 
within which a disc 
revolves, the disc be¬ 
ing “eccentric, 1 ' or 
to one side of the 
center of the casing. 
Through a slot across 
the disc are two arms 
their ends being 
pressed against the 
casing by a spring. 
As the disc revolves, 
the water is forced 
from the inlet to the 
outlet by the arms. 



Fig. 6.—Centrifugal type. 


CHART NO. 04—The Two Water Cooling Systems; the Thermo-Svphon and the Force System 
Water Circulating Pumps. Purpose of a Radiator. 

Note—There is no chart 93—(error in numbering). 
















































































































































































COOLING. 


187 


♦♦Circulating Pumps. 


Practically all water circulating pumps are 
driven by a gear on the crank shaft or cam shaft, 
so that the motion J.s positive, and without 
slipping. All forced * circulating systems must 
use a circulating pump. 


There are three types of circulating pumps, 

in general use, the “gear type,” the “cen¬ 
trifugal type” and the “rotary type” (see page 


Radiators. 


Purpose of a radiator is to keep the water, 
which circulates around the water jacket of 
cylinders, below the boiling point. 

The location of radiator is usually in front 
of the engine where it will come in contact with 
the air. The air passes between the tubes or fins 
on a tubular type of radiator and through the 
cells of a cellular type (see page 190). A fan is 
usually placed directly behind the radiator, 
which is operated from a pulley on crankshaft 
of engine, for the purpose of drawing a large 
quantity of air through the radiator, thus in¬ 
creasing the cooling capacity. 

Construction of a radiator. There is a reser¬ 
voir or tank placed at the top and one at the 
bottom, as shown in fig. 7, page 188. Between 
these two tanks, the tubes or cells are connected*. 
A pipe connection is made with top and bottom 
tank from engine, as shown in fig. 7, page 188. 
When engine is running, the hot - water passes 
to top tank, thence downword through the radia¬ 
tor tubes (if a tubular type), or around the 
cells, (if a cellular type), and is thus cooled. 
The cooled water then passes into lower part 
of engine from lower tank of radiator—see fig. 
7, page 188. 

Radiators must be used with either the 
“forced-circulating” system, using a pump or 
with the “thermo-syphon” system, which does 
not use a pump—see page 185. 

Types of radiators: There are two types in 
general use, the “tubular” and the “cellular 
or honey-comb. * ’ 


The tubular type consists of vertical tubes 
placed between upper and lower radiator tank. 
The water passes downward through all of the 
tubes. If one tube becomes clogged, then all of 
the water must pass through the other tubes. 
Each tube is a seperate path through the radia¬ 
tor. See page 190. 

The cellular radiator consists of tubes or 
cells placed horizontally, through which the air 
passes and the water flows downward around 
these cells or tubes. See page 190. 

The honey-comb type radiator was a term 
originally applied to a cellular type of radiator, 
due to its likeness to a honey-comb, but now 
that tubular type radiators can be constructed 
to have the appearance of a cellular radiator, 
the term could also be applied to the tubular 
type. 

Early Type of Radiator. 

The early type of radiator fig. 8, consisted of 
a corrugated copper tank, with horizontal tubes 

running length¬ 
wise of tank. A 
tank was placed on 
each side of body 
connected with 
water jacket of en¬ 
gine. A circulating 
pump was used to 
circulate the 
water. Modern 
constructions af^re 
shown on page 190. 



Cooling Fans. 


In order to cool the water sufficiently, a 

fan, driven by a belt, attached to a special 
bracket on engine, is shown in figs. 6 and 7, 
page 188. 

Fan adjustment: the belt can be tightened 

by raising the fan by an eccentric adjust¬ 
ment, or by bodily lifting the fan and its 
bearing and tightening a bolt holding it. 

The belt should be kept tight. Slack fan 


belt often causes overheating. Ball bearings are 
usually provided and they should be kept well 
oiled—(this is quite often overlooked). 

The fan draws a current of air through the 
passages in the radiator (see fig. 9, chart 94), 
in addition to that driven through it due to the 
forward motion of the car. There are two types 
of fans in general use; the 4 blade and 2 blade 
—see chart 97. 


Water Temperature Regulation. 


The temperature of the water circulating 
around the water jackets should be about 170° 
to 180°, at which temperature gasoline engines 
operate at maximum efficiency. If over this tem¬ 
perature or as high as 212°, the water will boil 
and steam. If the temperature of the water is 
low, then the cold engine condenses a portion 
of the gasoline, which leaks past the piston 
rings, dilutes and thins the lubricating oil, with 
result that engine is not properly lubricated 
and furthermore raw, unvaporized gasoline pro¬ 
duces carbon deposit in cylinders. See also, page 
205 and 155. 


tThere are three methods employed to heat 
a cold engine: (1) to close the front of radiator, 
to prevent cold air being drawn through. Such 
an arrangement is shown in fig. 10, page 188, and 
is termed a radiator shutter; (2) by restricting 
the water circulation. Such a device is known 
as a water thermostat or syphon and is explain¬ 
ed on page 130, fig. 2 and page 860; (3) by heat¬ 
ing the intake manifold, as explained on pages 
155 and 157. 

Temperature indicator—see fig. 9, page 188. 

A condenser, to prevent loss of alcohol when 
used as a non-freezing liquid, see page 730. 


♦Called the “Core”, see page 715 and 789 for meaning of “core”. 

**See footnote bottom page 185. fA new principal developed by the Packard Co., is explained on page 855. 











188 


DYKE’S INSTRUCTION NUMBER FOURTEEN. 



Fig. 6. Illustration of the Golden-Belknap and Swartz 4 cylinder engine 
showing the outer water jacket of cylinder removed to explain the water cir¬ 
culating system which is of the thermo-syphon principle. The reader will 
also gain an idea from this illustration as to the location of a starting 
motor (to the left) and the generator (front). The genera¬ 
tor is operated by silent chain (encased). Note the fan is 
operated from a pulley below. The pressure oil gauge (see 
page 198), is shown to the left, above the foot pedals and is 
attached to dash. 



HOT WATER 
ASCENDING 


wa re* Jackct 
CVUN06R9 


WINDOW THROUGH 
INSTRUMENT SHOWS 
THE FLUID AT 
NIGHT 


YOU ARE OB¬ 
TAINING THE BEST 
GASOLINE EFFIC¬ 
IENCY AT THIS 
TEMPERATURE 


YOUR MOTOR IS 
RUNNING COLD 
•'INEFFICIENTLY irS 



DANGER! 
STOP YOUR CAR 
CYLINDERS'BEAR 
INGS OVERHEATING 


GO AHEAD! 
PLENTY OF 
WATERoOlL 




Fig. 7. This illustration shows how the pump 
shaft on the forced water circulating system is 
usually driven, also the fan. “G” are gasket 
connections which must be kept tight—usually 
made of an asbestos composition. Also, shows the 
path of the water circulation. 


Motometer 



Radiator 


, Damper 
or Shutter 



DANGER! 

COVERYOURRAD- The thermom- 

isss^lATOR TO PRE- eter bulb (B) 

VENTFREEZING. doe8 not V 

tend to the 
water (W). 
The tempera¬ 
ture of the 
vapor above 
the water is 
indicated. 

Fig. 9. A temperature indicator—the Boyce moto- 
meter: A very useful device for warning the driver 

when his engine is overheating, is called a “motometer.” 
This device is placed on the radiator cap. The fluid in 
the tube reaches different levels according to the tem¬ 
perature. These figures can be seen from the drivers 
seat. If the level of the fluid reaches too high a point 
the driver is warned to stop and locate the trouble be¬ 
fore serious trouble develops. In this instance, first 
determine the different causes of overheating and try 
first one, then the other until the trouble is found. If 
you think the trouble is in the lack of lubrication, lack 
of water or too much gasoline feeding at carburetor; 
examine each and remedy the trouble and watch the 
results. *A distance type moto-meter is also made, 
which can be placed separate from radiator and is 
adapted for use on aeroplanes, motor boats, tractors, 
etc. (Boyce Moto-Meter Co., Long Island City, N. Y.) 


HOOD 
COVER 


Fig. 10. Hudson radiator damper 

or shutter. The vanes (A) like shut¬ 
ters on a window, open and close from 
seat by pull-rod. When starting a cold 
engine shutters are closed, thereby 
cutting off the air circulation through 
radiator with result that the water be¬ 
comes heated quicker, which heats 
the engine and vaporizes the gasoline. 
After “motormeter” shows proper 
temperature, shutters are opened, air circulation 
begins and temperature remains normal. 



Fig. 8. Radiator cover over the 
cooling surface of the radiator 
during cold weather is advisable. 
The roll in front on the radiator 
cover can be lowered or raised 
during cold weather, until engine 
warms up. Some merely tie a piece 
of card board over the lower front 
of radiator and keep it there dur¬ 
ing extreme cold weather. 

Hood cover: During cold weather 
the hood cover is advisable, as it 
Radiator tends to retain the heat under the 
covts hood. 


CHART NO. 95—Example of a Thermo Syphon Water Circulating System. Location of Pump on a 
Force System. The Temperature Indicator (Motometer). The Radiator Damper or Shutter. 

’High altitudes, say 10,000 ft. above sea level, boiling point of water is reached about %" below point indicated at ton 
of instrument. *See page 921. F 





















































































































COOLING. 


189 


Air Cooling. 


The object of cooling is to remove the excess 
heat from the cylinders. There are only a few 
cars on the market in which this is accomplished 
by the air direct, without the use of water. 

Air cooling, however, is confined principally to 
small engines, as motorcycle and cycle-car engines. 
Air cooling is not successful with large cylinders. 
It is necessary to give the cylinder a large surface 
on which the air may act, and the usual method 
is to make it with deep flanges projecting from 
the walls and head (as well as the valve cham- 
bers), which become heated, as they are part of 
the cylinder. (See fig. 6, chart 96.) 

When in motion, the current of air blowing 
against the flanges drives the heat away. 

Air cooled engines have small cylinders, and 
must run at a high speed to develop their full 
power. 

♦♦The Franklin air cooled engine is about the 
only successful engine for automobile pleasure cars 
employing the air cooled method. The six cylin¬ 
ders are 3*4 bore and 4 in. stroke, giving a 
formula horsepower of 25.3. 



Fig. 1—Direct air cooling of the Franklin. 
The fly wheel is the only moving part of cool¬ 
ing system. 


Vertical steel fins are made integral with the 
individual cylinder casting, by having the iron 
poured around the strips of steel. Very light 
aluminum jackets guide the air draught downward 
from the heads of the cylinders. 

By referring to the illustration the path of the 
air is shown, first through hood, thence over 
and down through the air jackets. The air is then 
deflected downwards and out through the fly wheel 
blades. 

Note the vanes in fly wheel which create a suc¬ 
tion equal to 2,200 cubic feet every 60 seconds; 
a continuous flow of air literally wiping the heat 
away. It is stated that the heat on a Franklin 
engine is about 350° Fahr., see fig. 4, page 157 for 
Franklin exhaust heated inlet manifold. This 
heat is shut off after engine is warmed u>p. 

The Franklin at one time employed auxiliary ex¬ 
haust valves to assist in dispelling the heat of 
explosion from the cylinder as rapidly as possible. 
This method, however, has been discontinued. 

A forced draught air cooling system (fig. 7, 
chart 96), formerly used years ago on a prominent 
make of car. With this system the circulation of 
air was forced through jackets, placed around each 
cylinder, open at the bottom and top, being con¬ 
nected to a pipe from a centrifugal air blower or 
fan. The forced air passed the radiator flanges, 
and out at the bottom. In some respects, this 
principle is similar to the Franklin. 

The different methods of air cooling are summed 
up as follows: 

(1) By having a large radiating surface by 
means of cast flanges or gills, inserted pins or 
tubes. (2) By using extra large exhaust valves, 
so as to cool the combustion space between power 
strokes. (3) By combining large radiating sur¬ 
faces with low speeds in multiple-cylinder engines. 
(4) By the use of auxiliary exhaust ports, com¬ 
bined with surface radiation. ((5) By forced 
draught of air circulating through an air jacket 
around the cylinder. 


Water Cooling Troubles. 


♦Overheating: Assuming that the design 
and the construction of the engine, includ¬ 
ing all features of the cooling system, are 
correct, then, outside of leaks, insufficient 
water and bursting of the water jackets 
from freezing, overheating is the final re¬ 
sult of all troubles from the cooling system, 
and overheating is due to either or all of 
these secondary troubles which may in turn 
originate from a number of primary causes. 

Secondary causes: First, the circulation 
of the water through the system; second, 
the conductivity of the heat through the 
walls of the cylinders or radiator tubes; 
third, the passage of air through the radia¬ 
tor and around the cylinders. 

Primary causes of overheating in both 
thermo and forced circulation: (1) Insuf¬ 
ficient water supply in radiator; (2) con¬ 
stricted holes in gasket where pipe connects 
to cylinders and on pump; (3) frayed hose 
connection; (4) incrustations or lime de¬ 
posits on walls of cylinders or radiator 
tubes; (5) mud between fins or cells of 
radiator; (6) water frozen at bottom part 
of radiator. 

Overheating causes in forced circula¬ 
tion: (1) Broken fan belt; (2) fan belt 
too loose; (3) tight fan belt bearing; (4) 
improperly bent fan blades; (5) broken 
pump shaft; (6) lost pin from pump shaft 


coupling; (7) lost pin from pump shaft 
gear; (8) lost pin from internal pump 
mechanism; (9) pin holding pump shaft 
sheared off, but shaft continues to revolve. 

Other causes for engine heating: A short¬ 
age of lubricating oil or a poor grade; too 
rich a mixture with a retarded spark will 
cause overheating; the spark bears a fixed 
relation to the mixture, which is best 
learned by experience. The valves being 
set wrong will also cause heating; for in¬ 
stance, if the exhaust valve does not open 
and close at the right time the heat or burnt 
gas will not be discharged properly. Pre¬ 
ignition, want of compression, old oil being 
used too long; (cheap oils are false economy 
and only the best grade should be used). 
Improper driving will produce heating, 
particularly in hilly districts, by hanging 
on to the third or fourth speeds when as¬ 
cending inclines and so causing the engine 
to labor, and running on retarded spark. 

In some engines an inclination to over¬ 
heat gradually develops as the car gets 
older, and appears to defy all efforts to 
remedy by means of carburetion or igni¬ 
tion. 

This may be due to the clogging of the 
cooling system with incrustation or deposit 
in the walls of cylinder jackets and water 
system generally. 


♦Also see index for “spark control and overheating and page 788.” **See index for “Franklin 
engine." 

**The Holmes Automobile Co., Canton, O., are also manufacturers of an air cooled car with many 
distinctive features. 






190 


DYKE’S INSTRUCTION NUMBER FOURTEEN. 


Tubular Radiators. 

Purpose of a radiator, see page 187 and fig. 7, 
page 188, showing how the water circulates. 

There are two types of radiator cores in general 
use, the “tubular” and the “cellular”. 




Fig 13 F 




Fig. a 


Fig. 5-A 


The tubular type of radiator used in 1900 and 
1901, is shown in fig. 13. The tubes were placed 
horizontally in heads (H). Crimped fins (F) were 
placed on the tubes. The radiator was suspended 
under front of car by studs (S). A pump circu¬ 
lated the water. 

The vertical tubular type with “spiral” fins 
(F), fig. 5, was the next type introduced. These 
tubes were placed between an upper and lower 
tank, per fig. 7, page 188. This type is still in use, 
principally on trucks. 

The vertical tubular type with “flat” fins, fig. 
5A, was the next type introduced, the idea being 
to have it resemble the cellular radiator which at 
that time was introduced on the Mercedes car. A 
tubular radiator made up with flat fins is shown in 
fig. 1 . 




F g. 5-B 


Variations of construction of the tubular type 
radiator are shown in figs. 5B, 5C, 5D. Note the 
appearance is similar to the cellular type, but the 
water flows through the tubes, whereas with a 
cellular radiator the water flows around the tubes. 

♦Cellular Type Radiators. 

The original cellular type was the Mercedes (fig. 
4). It consisted of four or five thousand M" 
square copper tubes 4" long nested horizontally 
together, being seperated from each other by wires 
arranged to run between the rows of tubes in 
both directions. The blocks so made were clamped 
together, and dipped in a bath of solder, both front 
and back, by which means a space 3 * 2 " thick was 
left on each side of every tube. The blocks (divid¬ 
ed into sections similar to fig. 12 ) when made, 
were assembled with top and bottom tank of radia¬ 
tor, and water was forced to pass in between the 
tubes, the air being allowed to travel through the 
inside of the tubes. A very large radiating sur¬ 
face was thus obtained, and it would be hard to 
conceive of any arrangement offering a larger radi¬ 
ating capacity for any given size radiator. 

The cellular radiator is a very expensive type to 
construct, therefore, in this country where large 
quantities are required this construction was quickly 
modified to make the production cheaper. 


The FIAT true cellular type radiator is similar 
to the Mercedes. It is formed in four divisions 
indicated by horizontal 
lines. Where these lines 
cross there are open 
horizontal passages 
through which the water 
may flow from one side 
to the other. Thus a 
section can be removed 
and repaired seperately. 




Fig. 4 


Fig. 12 


Some of the modifications employed are shown in 
figs. 4 A, 4 B. Note in 4A, the tubes are expanded 
at the ends thus eliminating the wires. The Mayo 



HARRISON 


Fig. 4-A 


Fig. 4-B 


is constructed in a similar manner with the water 
passage to the sides of tubes. The Fedders, fig. 
4B, the hexagon tubes can be removed and replaced. 
The Harrison hexagon cellular is shown to the 
right. Between every other row of cells there 
is‘a water passage .08" thick. 



PA>A/H COC/T 



Fig. 8 . Front and side view of a popular type 

radiator showing overflow pipe, upper and lower 
tank and connections. 

Fig. 9. Extension or syphon tank (S), used on 
many thermo-syphon systems to give greater body 
of water and to absorb steam and to maintain a 
constant level. A desirable feature on all radiators. 

Air Cooling Methods. 

Fig. 6 . An air cooled cylinder, with radiating 
flanges. While in motion the air current carries 
off heat deflected from flanges. 

Fig. 7. A forced draught air cooling method. 

See page 189 for a similar method. 



Fig. 6 


Fig. 7 


CHART NO. 96—Types Of Radiators. Air Cooling Methods. See page 188 for radiator damper or shutter. 

*Also called a honey-comb type, but these are tubular constructions which resemble the cellular, for instance 
fig. 5D. 

























































































































































COOLING. 


191 


To determine if the boiling is due to stoppage 
of circulation, feel of radiator; it should be 
slightly hotter at the top than at the bottom, but 
if clogged there will bo a nronounced difference in 
temperature.. 

^Water Boiling. 

Water boils at 212 degrees Fahrenheit at atmos¬ 
pheric pressure. For this reason the cooling sys¬ 
tem of an automobile is so designed that the 
water is at the temperature of about 170 to 200 
degrees under average running conditions. 

This leaves quite a margin before the boiling 
point is reached. When climbing a hill with a 
retarded spark the engine naturally becomes 
warmer and for this reason the margin is left 
although as a matter of fact the engine would run 
at a higher efficiency if the temperature of the 
cooling water could run higher. If the cylinders 
are kept too cool, it means that too much heat is 
being withdrawn from the explosions. On the 
other hand, if permitted to become too hot, power 
is lost through:—(a) the entering gases being un¬ 
duly rarified or prematurely expanded, and there¬ 
by containing less combustible material per vol¬ 


ume; (b) friction due to the thinning of the oil, 
and probable binding or seizing of the piston or 
bearings. Therefore the best water temperature 
to maintain is about 170 degrees, (see fig. 9, 
page 188.) 

Radiator Damper. 

Improvements in water circulation are shutters, 
as per fig. 10, page 188. A very efficient heat 
conserving device. Engineers saw the futility of 
putting gasoline into an engine to get heat and 
at the same time permitting great drafts of cold 
air to be drawn through the radiator to drive 
away the heat. Therefore the shutter was devised 
to retain the heat, especially on starting during 
cold weather. 

ffWater Thermostat. 

In addition to the radiator shutters, we have 
the heat “thermostatically” controlled, which 
is another great advance to conserve engine heat. 
See fig. 2, page 130. In addition to these devices, 
warming devices have been invented to deflect the 
heat from the exhaust manifold into 'the air 
chambers of the carburetion, as per pages 157 
and 159. 


Miscellaneous Cooling Troubles 

Water: In localities where pure water is not 
easily obtained it is well to strain the water 
through muslin. Soft water is better than hard 
water, because the latter is apt to deposit a scale 
on the walls of the radiator. The best water to 
use is rain water. 


It is a good plan to drain the water from the 
radiator about once a month and refill with clean 
pure water (soft water, if possible), opening the 
drain cock and continuing to pour water in after 
the system fills in order to flush it out thoroughly 
letting all accumulated dirt, etc., run out. An 
effective way to do this is to keep on filling the 
radiator while the water continues to run out 
below; when the water begins to look clear, stop. 
Close the drain cock after you are satisfied that 
the system is thoroughly clean. Oil must not be 
allowed to get into the cooling system, for it in¬ 
terferes with radiation. 

Cleaning a muddy radiator: If the air spaces 
of the radiator become clogged with mud, after 
driving over dirty roads, do not attempt to re¬ 
move the mud with a screwdriver, wire, or other 
metal instrument. Instead, soften the mud with 
water. The best way is to wash the radiator by 
flushing a stream of water from a hose through 
it from the rear. In doing this, take care not 
to let water get into the magneto, which is apt 
to be short-circuited in that way. 

**Leaky Radiators. 

Leaks in the radiator are often hard to reach. 

They are detected by the steam arising from the 
water that flows through the leak and down the 
outside of the radiator. The great facility with 
which the cooling water will boil after the radia¬ 
tor has been refilled is another clue which, al¬ 
though it is common to all leaks in the system, 
will lead the operator to the point at which it 
occurs. 

Testing for leaks: see pages 194 and 715. 

The act of scouring out the circulation system 
with a strong alkali, such as soda, will sometimes 
tend to seal up any small leaks, and it might 
also be effective for a slight crack in a water 
jacket as the soda, coming in contact with the 
iron, would form an insoluble filling and prove 
even better than rusting up the crack. 

The standard honeycomb radiator is somewhat 
prone to these leaks; the metal is so thin and 
the joints so numerous, and it is not always pos¬ 
sible to have a leak soldered up at the required 
time. In this case recourse can be had to a small 
useful accessory known as a “leak preventer.” It 
consists of a couple of small plates or washers 
with a piece of sheet rubber fixed on; these plates 
have hooks so that a spiral spring can be fixed 
on to draw them together. The spring is threaded 
through the aperture at the leaky cell, the plates 
hooked on, and thus held firmly up against it. 
Most accessory houses keep them, and if the car 
has a honeycomb radiator it pays to carry sev¬ 
eral of these devices. The construction of this 
type of radiator lends itself to a repair of this 
kind, but leaks in other forms of radiators, when 
they occur on the road, are rather troublesome. 
Even soldering them is by no means an easy job, 
there being such a large mass of metal that the 
moved. solder cools as soon as it touches it. 

tSee page 789. ttSee also page 860. JWater heats quicker at high altitudes, see page 582. 

Many small leaks or drips about the cooling system can be traced to loose rubber hose. 

•♦Small water leaks in the water circulating system can be stopped by the use of preparations made for 

the purpose—see foot note page 715. one manufacturer states that ordinary bran mixed with the 
water will stop a slight leak. The writer has never tried this. 


It is very hard to tell whether water is hard 
or soft, but the following may be used with suc¬ 
cess: Take a quantity of water, in the hands and 
go through the motion of washing. If it is diffi¬ 
cult to rub the hands together the water is hard. 
Ordinary city water is generally hard to some 
extent, but is not as bad as that which is found 
in streams. Rain water is very soft and for that 
reason is desirable for automobile use. 

Many automobilists have a rain catcher on the 
roofs of their garages, while others depend on 
the old-fashioned rain-barrel. The water should 
be filtered first, however, if it is taken from the 
roof, as it is apt to contain impurities. But even 
with fairly soft water the monthly use of a 
soda solution will prevent harm (this applies 
only in districts where the water is unusually 
hard). 

The pump requires no attention, other than to 
see that it does not become choked by using dirty 
water. There is a “packing nut” on the shaft, 
which, if the pump should ever leak around the 
shaft entrance, should be repacked. This can 
very easily be done by turning off the packing 
nut, removing the old packing and rewinding the 
shaft with a few inches of “well graphited pack¬ 
ing” and tightening up the packing nut. The 
packing should be wound on in the same direc¬ 
tion as you turn the nut to tighten it. 

The fan requires no particular attention, ex¬ 
cept oiling. Sometimes the belt gets loose and 
causes the fan to slip and not to turn as rapidly 
as it should, causing overheating of engine. If 
this happens, loosen the nut which holds the ec¬ 
centric arm of the fan, raise the arm slightly and 
retighten the nut. This will tighten the belt. 
Note—This nut frequently has a left hand thread. 
Don’t tighten too tight as you are liable to crack 
the fan support, (see page 788.) 

fCleaning radiator: A good way is to dissolve 
a half pound of lye in about five gallons of water. 
Strain through a cloth and put in the radiator. 
Run the engine for five minutes, then draw off the 
cleaning mixture. Fill with clean water and run 
the engine again; remove the liquid once more, 
and finally refill the cleaned cooling system. 
Avoid the use of more powerful chemicals. Or¬ 
dinary baking soda can also be used, by mixing 
% lb. to 4 gallons of water. It is best to dis¬ 
solve the soda in warm water before pouring it 
into the radiator, otherwise the crystals drop to 
the bottom. If the cooling system seems to be 
very dirty as far as scale goes, it would be very 
wise to run the soda solution through it several 
times in order that all of the scale will be re- 


192 


DYKE’S INSTRUCTION NUMBER FOURTEEN. 





Examine circulating pump 
shaft and see if pin is 
sheared; if engine overheats. 


Wnen placing water hose 
back, put white lead on the 
end of pipe. 


When placing water head 
casting back on top of cylinder 
use shellac or white lead on the 
gasket. 



Whirt the leak* are often found 


*An air lock 

often occurs in 
the top of an 
inverted U 
bend in the 
water tubing 
of an engine, 
which means 
that almost the whole flow of water has been stopped 
at that point. No amount of pressure from the water, 
can dislodge the air, because its only effect will be to 
compress the air in the top of the bend. The remedy, 
is either to release the air at the top, by putting in a 
pet cock, or else to empty the water and carefully refill. 



If there are water pipes instead of a 
casting; use shellac or white lead on the 
gaskets. Screw up gaskets tight, but 
not too tight and strip the threads 
cap screw. 





Use rain water for the radiator, if 
there is a lot of lime in the water and it 
is constantly clogging up. See page 191, 
“cleaning radiator.” 


If engine heats, or water boils over, 
examine the fan belt, see that it is tight 
and fan runs up to speed. There is us¬ 
ually an adjustment for taking up slack 
belts. A little Fullers earth on a greasy 
belt, will make it grip if it slips. 


A two-blade fan 
—called the pro¬ 
peller type. 



Make sure 
that spark- 
plugs are 
screwed i n 
tight. Loss 
o f compres¬ 
sion will re¬ 
sult, and miss¬ 
ing, a natural 
consequence. 


Heating the Car. There are Three Heating Principles: 



CADIATOE 


If ( HOT MB DRUM 
j ' EXHAUST PIPE 
MUFFLER 


COLD Alt? DIPC 
FLEXIBLE 

TUBHNg 


COLO AIR 
FROM FAN 




(1) hot water; (2) exhaust gas; (3) hot 
air. The two former mentioned are ex¬ 
plained in chart 98. 

The Brickley hot air heater takes the air from 
the fan through a funnel opening, and a flexible 
metal hose; drives it through a metal jacket 24 
to 30 inches long, which covers the “piping hot” 
exhaust pipe, and warms it thoroughly. Then 
drives it through a 1%-inch opening in the floor 
of the car, into a tubular register, along the back 
edge of the front seat; sending a continuous 
stream of heated air into the car. (Exhaust gases 
not used.) 


CHART NO. 07—Cooling Troubles and Remedies Illustrated: Fans. Heating a Car. 

♦When filling radiator which is empty, open pet cock on water pump for a moment to prevent air pocket. 































































































































































COOLING 


193 


Another plan is to carry a small box of white 
lead of a suitable consistency. If the water is not 
coming through quickly, a temporary repair can be 
made with this, especially if a piece of tape can by 
any means be bound over the repair. It is often pos¬ 
sible to hammer up or plug a leakage in a tank or 
radiator. 


ffThe rubber hose and its 
connections are often a 
source of leaking. When 
the hose is worn it will 
become ragged-looking on 
the outside. The rubber which surrounds the fabric 
will commence to have a torn appearance and the 
water will seep through the fabric. There are two 
ways of remedying this; one is renew the hose and 
the other is to repair old hose. The first is the better 
and more permanent repair. In doing this a piece of 
hose of the same thickness and length as that now in 
place is secured. The clamps which hold the hose in 
place are removed. The new hose is slipped in place 
and the clamps put over it and screwed up tightly, if 
they are of such a type that they are secured by a 
small bolt. If not, the operator will do very well to 
obtain same. The cost will be small and they are 
easily removed, being far better for this work than 
wire or any similar contrivance. Paint all threads of 
water pipes with white or red lead. 

Cylinder leaks: A slight leakage of water from the 


jacket into the cylinder may be caused by a crack, 
but more usually will be found to be simply a defect 
in the seating of pipe plug fitted in the heads of many 
engines. 

*A crack in cylinder—when on the inside, is difficult 
to locate. Its action may be of such a nature as to 
be only operative when the engine is at full working 
heat; due of course to the expansion. It is generally 
accompanied by misfiring and boiling. The former 
owing to leakage of water into the cylinder and the 
latter owing to the exploding gases (at a very high 
temperature), being forced into the water jacket. 

The best means of detection, is to fill radiator en¬ 
tirely to top of cap, run the engine till hot, then stop 
it and turn it over by hand against the compression in 
each cylinder, if there is a crack: bubbles will appear 
at the cap. So by noting the compression of each 
cylinder, the defective one can be located. 

Slight leaks inside of cylinder have been remedied 
by rusting if the hole is very small. See page 713, 
“rusting a hole in cylinder.’’ 

Gasoline leaks: A temporary repair for a slight 
leak in a gasoline tank can be made by applying 
ordinary soap. Such a repair may last till the defec¬ 
tive part can be soldered. Leaks at gasoline taps can 
generally be cured by screwing up the nut securing 
the tap plug, or by grinding in the tap with crocus 
and oil. 


'/etch for rotten appearance 



Cold Weather Precautions. 


In winter, a water cooled engine must be carefully 
guarded against freezing, for if the water’ freezes in 
any part of the system it will cause the breakage of 
piping or radiator, or crack a water jacket. When the 
engine is running, the water is kept warm, therefore 
no danger; it is when engine is stopped that care 
must be taken. 

When leaving the car for several days, during cold 
weather, the safest plan is to drain the water out of 
all parts of the system, cocks being provided for the 
purpose at the lowest point of the system, usually at 
the bottom of radiator. The engine should be run for 
a few minutes to make sure all the water has been re¬ 
moved. 

tNon-Freezing Solutions.* 

To prevent the water from freezing when it is not 
desirable to drain it out, either wood alcohol, denatured 
alcohol or glycerine may be mixed with the water. The 
alcohol mixture is as follows: 

Wood Alcohol and Water. 

10 ° above zero; 80% water, 20% alcohol. 

Zero; 75% water, 25% alcohol; sp. gr. .969. 

7° below zero; 70% w r ater, 30% alcohol; sp. gr. .963. 

22° below zero; 60% water, 40% alcohol; sp. gr. .951. 

If denatured alcohol is used, increase percentage in 
above table by approximately 15. 

For evaporation—use 75% alcohol to 25% water— 
as the alcohol evaporates quicker. This does not apply 
to loss by leaks or boiling over. 

A hydrometer can be used for mixing and maintain¬ 
ing correct solution, by first testing the original and 
keeping it up to a standard. Denatured alcohol is 
recommended in preference to wood alcohol as the boil' 
ing point is 10° higher. 


Glycerine and Alcohol. 

30 to 15 above zero: 

Alcohol . 

Glycerine . 

Water. 


10 % 

10 % 

80% 


Where glycerine is used only alcohol need be used 
for evaporation, which should be added occasionally. 
The glycerine does not evaporate with the water. A 
simple solution of alcohol, while it is not injurious in 
any way, lowers the boiling point of the water. Conse¬ 
quently on warm days, with the car standing and the 
engine running, the solution will tend to boil easily 
and evaporate. The boiling point of denatured alcohol 
is about 10 degrees higher than that of wood alcohol. 

**The use of glycerine raises the boiling point of 
the solution. It is more expensive than alcohol, (a 
pound of glycerine costs 88%c. There are 8 lbs. to a 
gallon) and is slightly injurious to rubber. A com¬ 
bination solution of alcohol and glycerine in water 
is most satisfactory but expensive. 

There are three grades of alcohol; denatured which 
is a disguised grain alcohol of first still, (not suitable 
as a beverage). It sells for $1.05 per gallon and has 
a higher boiling point than Avood alcohol. Wood 
alcohol sells for $1.60 per gallon and has a lower 
boiling point. The high proof or double still grain 
alcohol used as a beverage is too expensive. Therefore, 
denatured alcohol is cheaper and the proper thing 
to use. ffAlcohol boils at 172°. Therefore don’t 
overheat engine. 

Calcium chloride or any alkaline solution, is in¬ 
jurious to metal parts. 

If calcium chloride is used, then the proportions 
are: 3% pounds to a gallon of water for zero weather, 
and 4 lbs. for 17° below. In using calcium chloride 
it is the acid in it which attacks the metal. This can 
be neutralized by adding ammonia or soda ash until 
blue litmus paper no longer turns red when dipped into 
solution. 

If the cooling water should freeze; the usual indica¬ 
tion of a frozen radiator is steaming excessively. It 
would appear that the steam or heat would thaw it 
out and start the circulation again, but such is not 
the case. When the Avater freezes don’t run engine to 
try and start circulation. Find the nearest warm 
garage and, if possible, turn hot Avater onto the bottom 
of radiator until steaming ceases, as a radiator in this 
instance usually freezes at the bottom first. (See bottom 
of page 788.) 


Not lower than 5 beloAv: 

Alcohol . 

Glycerine . 

Water. 

Not loAver than 15 beloAv: 

Alcohol. 

Glycerine . 

Water. 


15% 

15% 

70% 


17% 

17% 

66 % 


In addition to non-freezing solution, it is always 
well, when making a stop, to cover hood and radiator. 

Also draw in a full charge of gas by speeding up 
engine and opening throttle before stopping. 

In carbide gas lighting generators using the water 
drip, a suitable non-freezing solution is alcohol and 
Avater, same proportion (no glycerine). 


*See pages 713, 715. tl'See page 585 “freezing point of gasoline, alchohol,’’ etc. **Prices not now correct. 

tAnti-freezing powder is used extensively. Sold by all supply houses. Kerosene is not suitable for non-freez¬ 
ing for reasons given on page 585. ttOn airplane engines, where hose connection is made to the pipo it is 
not only connected av ith a connector, but connection is taped and shellaced. ^Be sure that the radiator 
does not leak and that hose connections are tight before putting in non-freezing solution. 













194 


DYKE’S INSTRUCTION NUMBER FOURTEEN. 


Radiator Leaks. 

Testing for leaks. It is hard at times 
to detect the exact spot at which a leak 
occurs in a radiator. The best plan is to 
remove the radiator from the car and plug 
up all but one opening, then run the tube of 
a tire pump through a cork and then place 
the cork in this last opening. 



Place radiator in a tub or box which will 
hold water and submerge the radiator as 

per illustration. Then pump air into radiator. 
Bubbles will issue from the point of leakage. 
The leaks should be marked and radiator re¬ 
moved from the water. 

The next procedure is to determine if 
the radiator is a tubular or cellular type, by 
.studying page 190. Then read pages 714, 
715 and 789 and proceed with the repair. 

Remember, when soldering parts of the 
radiator that the metal must be scrupiously 
clean before the flux is applied or else the 
solder will not hold. 



After completing the soldering, file 
smoothly and then place radiator in the 
water and again test it with air pressure in 
order to see if the leak is properly repaired. 

Small leaks are dealt with on pages 191, 193 
and 715. 

Painting a Radiator. 

It is very difficult to paint a radiator 
quickly and thoroughly with a paint brush, 
and the usual plan, where a great deal of 
the work is done, is to dip the radiator in a 
paint solution. A very satisfactory job can, 
however, be quickly done with a spraying 
outfit. A very simple and home-made device 
is here illustrated. 

It consists simply of a construction such 
as is shown in fig. 4, in two sizes and designs, 
which comprises a can (D) for the paint, con¬ 
sisting of a mixture of lampblack and tur¬ 
pentine, a hollow cylindrical tin handle (B) 
attached to the can, an air pipe (A) passing 
through the handle and through can, as 


indicated by the dotted lines; and another 
similar pipe or tube extending downward at 
right angles from the one end of the horizon¬ 



tal tube into and near to the bottom of the 
can, as is also indicated by dotted lines. Thiri 
is merely an adaption of the principle em¬ 
ployed in most atomizers. 



Fig. 5—Showing 
how the paint is 
sprayed on the radia¬ 
tor (see page S09, for 
paint). 


When a stream of air is forced through 
the air tube (M and A) passing through the 
handle and directed across the opening (C), 
at top of the vertical tube the fluid from 
the inside of the can is drawn up and spray¬ 
ed onto the radiator. It is best to tilt 
radiator when spraying, so solution will drain 
off. 

Heating a Car. 

There are three methods of heating a car 

ns explained on page 192. 
f=? ^ 



plate 


Illustration shows the hot water method which 

can only be used where there is a forced or pump 
circulation system. Connections are made with 
the circulating system at the top of rear cylinder 
and circulated through the heater, whence it returns 
to the bottom of the radiator. 

The heater is made of regular water pipe and 
the housing of aluminum or light cast iron. The 
floor is cut away, allowing the surface of the 
heater to be flush with the floor. The top plate, 
made of aluminum is then placed over the heater 
box. 

The exhaust method for heating is to utilize the 
exhaust gases instead of water. In this instance 
the pipes would be connected with exhaust pipe 
instead of the water pipe. Only one side, the inlet 
would be connected and an outlet is provided for 
the emission of the gas. 

The hot air method is shown on page 192. 


CHART NO. 98—Testing a Leaky Radiator (see also, pages 714, 715, 789). Painting a Radiator 
(see also, pages 194, 509, 736, 584). Hot Water Heating of Car. 
























































































LUBRICATION. 


195 



Fig. 1. Some of the early methods of engine lubrication. There are four different systems shown on 
this engine in order to clearly explain each system. The systems are enumerated and described below. 

« 

Explanation of the Four Engine Lubrication Systems—Above. 

First: We will follow out the splash system; we will assume oil is placed in crank case 
through breather pipe. The scoops (O) on end of connecting rods pick up the oil from troughs 
(E), and splash it to the various parts. 

Second: Force feed, splash and gravity. We will assume the splash 'system just de¬ 
scribed is a part of this system. The overflow passes to reservoir (V), it is then forced by 
pump (M) to a gravity feed reservoir placed on top of engine. The passage is then through 
the different pipes (S to L) to the bearings, thence back to the troughs (E) and reservoir (V). 
This system would also be termed a circulating system, as the oil is in continual circulation. 

Third; Separate forced feed and splash. The mechanically operated pump is driven by belt, 
chain or bevel gears. There are several small pumps under the oil reservoir box (N), in 
fact a pump for each feed; each separate feed is piped to the different parts to be lubricated. 
The oil passes through a sight glass (G). The oil then passes to bearings and falls to bot¬ 
tom of crank case. The oil reaches a level or height in the crank case so that the connect¬ 
ing rods give an additional lubrication by splash. The amount of oil fed is regulated by 
drops, through the sight glasses, by the regulation of the screws (D), and depends upon the 
size of engine and speed. (Note—pipe (P4) is not connected with this system.) This would 
be termed a non-circulating system. 

Fourth: The exhaust pressure feed and splash. This system consists of an air tight oil 
tank or reservoir (PT). A small pipe (PI) connects the tank with the exhaust pipe. A check 
valve permits the gas pressure to pass into tank but not to flow back. 

The initial pressure is given to the tank by a small hand pump through pipe (P2). After 

engine is started, the pressure from exhaust is sufficient to force the oil through pipe (P4) 
to sight feed glasses, thence to the various parts to be lubricated—thence to crank case. 

This system, like the third system, requires oil to be fed by drops as it is not pumped 
over and used again and would be termed a non-circulating system. 


CHART NO. 99—Engine Lubrication Systems. The above explains some of the original systems 
of oiling. The modprn systems are explained farther on. 

































































































































































































196 


DYKE’S INSTRUCTION NUMBER FIFTEEN. 


INSTRUCTION No. 15. 

LUBRICATION: Different Engine Lubricating Systems. General 
Lubrication. Lubrication Troubles. Carbonization. Oil 
Pumps. Oil Pressure. 


Purpose of lubrication: When two parts 
of a mechanism rub together, it is necessary 
to use some means of preventing excessive 
friction, and this is usually done by apply¬ 
ing lubricating oil between them. With¬ 
out a lubricant the friction would cause 
heating, and the result would be cuts or 
ecratches on the surfaces of the two parts. 

Two parts intended to rub together, like 
a shaft in its bearing, should be made as 
smooth as possible, for roughness would 
cause friction that lubrication could not 
prevent. The more rapid the movement of 


the parts against each other and greater 
the pressure the more they must be lubri¬ 
cated. 

A bearing in which a shaft is turning xi 
a constant speed requires a constant supply 
of oil which must be fed to it regularly as 
required. Too much oil would be wasteful, 
and too little would permit the bearing to 
become heated. All the moving parts of 
an automobile must be lubricated, but as 
some parts move much more than others 
and are subjected to greater strain and 
pressure, the kind of lubrication must be 
varied to suit these conditions. 


Engine Lubrication Systems. 


The principal parts of an engine to be 
lubricated are: main shaft, cam shaft, crank 
pin and wrist pin bearings; cylind&r walls; 
piston and piston rings; valves; push rods, 
etc. 

Methods of engine lubrication may be 
divided into two general classes; the “cir¬ 
culating’ ’ and the “non-circulating’* sys¬ 
tems. 

The circulating systems would be repre¬ 
sented by systems having a continuous cir¬ 
culation of oil and is frequently termed 
the “pump over” system. For instance, a 
system using a force pump for pumping 
the oil from the lower part of the crank 
case to the upper part, with a drain back 
to the lower part again, would be termed 
a “circulating system.” 

A non-circulating system, such as a drip 
or gravity system, or a mechanical feed; so 
many drops per minute, depending upon the 
speed and size of the engine, with no pro¬ 
vision for circulating the oil again, would 
be termed a “non-circulating system.” 

These systems may be combined, which 

is frequently done. For instance, the com¬ 
bination of a “force feed” and “splash” 
system. 

But speaking generally, the systems can 
be grouped under: (1) splash and (2) force 
feed lubrication. 

Drip (or Gravity Feed) and Splash. 

This non circulating system consists of a 
drip or gravity feed oil cup placed over the 
bearings and also on side of cylinder. Spe¬ 
cial oil cups are required for the cylinder 
which will prevent the compression, in¬ 
terfering with oil entering side of the cyl¬ 
inder wall. 

The oil drips by gravity and the surplus 


flows to the oil trough from where it is 
picked up by the connecting rod and splashed 
to parts above. C is the cylinder and B the 
bearings. S is the crank pin. The oil in 
the lower part of crank case is kept at a 
sufficient level for the connecting rod to 
lick it up and splash. The filling is done 

once in a while as re¬ 
quired, by pouring the oil 
in by hand. 


The oil cups feed by 
drops and usually the 
manufacturer determine! 
how many drops per min¬ 
ute are required. 


The oil flow 13 not con¬ 
trolled by the engine, and 
each cup is therefore pro¬ 
vided with an adjustment, whereby the feed 
may be regulated when the engine is run¬ 
ning, and turned off when it is stopped. 
This would be classed as a “non-circulating 
system. , * 

This system is used extensively on two 
cycle marine engines, and stationary en¬ 
gines. Two cycle engines are also lubri¬ 
cated by mixing the oil with the gasoline 
through the mixing valve, the mixture be¬ 
ing about one pint of oil to five gallons of 
gasoline. 

The Splash System—non-circulating. 

The true splash system alone is non-cir¬ 
culating. 

The crank case is made oil tight, and oil 
is placed in it to such a depth that the 
bottom end of the connecting rod dips in¬ 
to the oil, and splatters it to all parts of 
the crank case, the bearings, and the lower 
part of the piston. An oil groove is somo- 



*See “Specifications of Leading Oars” for the type of lubricating system used on leading cars. 





























LUBRICATION. 


197 


times cut around the lower part of the pis¬ 
ton, and the oil splashing into this is car¬ 
ried upward and distributed on the cylinder 
wall and rings. There are no oil troughs 
in this system. 

As the oil is used, more must be added to 
the crank case to keep the necessary level. 

This is done either by means of (1) a hand 
pump connecting the crank case to an oil 
tank or (2) by an oil cup that drips a cer¬ 
tain amount of oil into the crank case every 
minute, or (3) by filling through a breather 
pipe.* 

With the hand pump, the driver gives it 
a stroke or two every few miles, experience 
being his guide as to how often and how 
much. This latter system, however, is not 
much used on automobiles, but is exten¬ 
sively used on motorcycles. This system 
would be termed a non-circulating system. 



The objections to 
the splash system 
are as follows; re¬ 
fer to fig. 1—note 
the engine is in a 
level position. As 
long as the engine 
remains level the 
splash system gives 
fairly good satis¬ 
faction, so long as 
the level of the oil is kept up to the lowest 
point of the connecting rod where it can be 
picked up and thrown to the upper part. 
If, however, the car is in such a position 
the engine will be tilted, as shown in fig. 2, 
then the oil goes to the rear cylinder. The 
rear cylinder is over lubricated and the 

others are under lubricated. Even though 
a 1 ‘ baffle ’* plate is placed as shown in fig. 
3, still there is one cylinder minus oil. 

Therefore some other means must be em¬ 
ployed so that all cylinders will receive 
their proper share of oil. 



The Ford semi-circulating system. 



Splash System—semi-circulating. 

One method of overcoming this latter 
mentioned objection is to provide troughs 
(O) under each connecting rod, which is 
shown in the cut of Ford engine. The 
troughs retain the oil, even though engine is 
at an incline. The next method is to keep 
the oil at a constant level in the troughs. 
This is accomplished by some means of cir¬ 
culating the oil. In this instance the con¬ 
stant level of oil is maintained by the action 
of the fly wheel. 


The fly wheel 
throws the oil to 
the top of the trans¬ 
mission case where 
part of the oil is 
caught by tube 
“T” and fed by 
gravity to the cam 
gears. The overflow 
coming back tends 
to keep the troughs 
(0) filled with oil. 
This system would be termed a semi-circu¬ 
lating system (used on the Ford engine). 



**Splash System—circulating. 

This system could be termed a “circu¬ 
lating splash system ’’ also a “pump over” 
system and is the true constant level, cir¬ 
culating splash system because the oil 
troughs are kept at a constant level by a 
pump. Could also be termed a “force feed 
and splash” system. 

The operation of a “circulating” or 
“pump over” oiling system is shown in 
fig. 6; the main oil supply is contained in 
the reservoir (R), from which it is drawn 
by the pump (M) and forced through the 
pipes or leads (L) to the main crank shaft 

The overflow from these 
bearings is thrown by cen¬ 
trifugal force against the 
walls of the crank case 
and cylinders and, as it 
runs down, is collected by 
inclined channels (N) 
which conduct it to 
troughs. 

For lubrication of the 
connecting rod bearings, 
scoops (S') are fitted to 
the lower ends of the con¬ 
necting rods, which dip 
into the oil contained in the troughs and 
scoop it up into the crank pin bearings at 
the lower ends, and through tubes (E) run¬ 
ning up the rods to the piston-pin bearings. 

Overflow pipes (P) are provided in the 
trough so that the excess oil can return to 
the reservoir (R). 

The pump (M) is usually a gear type of 
pump, operated by bevel or spiral gears 
and vertical shaft from the cam shaft C. 
On many engines the pump is a plunger 
type operated by a cam from the cam shaft. 


bearings (G), 



Fig. e. 


*A breather for an engine (see Studebaker, page 71), is a pipe opening connected with crank 
case where oil is poured into crank case. The opening is closed by a cap which does not «t t#, 
but allows the air to enter, nnd at the same time prevents oil from working out. The depth of 
oil in oil-pan of an engine using the splash system should be just enough so that the splash will 

distribute the oil. 













































































































198 


DYKE’S INSTRUCTION NUMBER FIFTEEN. 



CIL RESERVOIR 
SCREEN 

Oil 


On RESERVOIR 
drain plug 


“On REsEffvOiR 


Figs. 3, 1, 2: Method of circulation of the Hudson 
Super six “circulating splash system:” The oil is 
taken from the pressed steel reservoir at (A), straining 
all of it through a filter or metal screen of fine mesh. 

The oil is fed directly into the front compartment con¬ 
taining the timing gears at (T) and their bearings and 
flows from this into the first oil trough immediately under No. 1 
cylinder (see fig. 3). The large splasher on the end of the connecting 
rod practically empties the oil trough at every revolution, throwing the 
oil into suitable channels or gutters on the side of the reservoir and 
crank case. 

The upper gutters feed the main bearings in a continuous stream, 
lower gutter feeds the oil directly into No. 2 oil trough. 

The splash from No. 2 oil trough feeds No. 3, and so on until No. 6 
oil trough is reached, at which time the oil flows back into the reservoir. 

The connecting rod dipper is sufficiently effective to permit a very 
high level being maintained, thus insuring lubrication on all grades with¬ 
out excessive oil consumption. The two center bearings are fed by 
two troughs each. 

The front bearing is fed from the timing gears and one trough, and the rear bearings is fed by two large 
troughs. It is apparent that all oil which enters at the front end must circulate through the various 
troughs to the reservoir agaiD (see‘page 200). 

^ Fig. 4: Meth¬ 

od of circula¬ 
tion of the 
King “Force 
Feed Sys¬ 
tem:” There 
are no troughs 
or splash with 
this system. 

Oil poured in¬ 
to the filler 
tube, flows 
down into the 
oil pan, filling 
it up to a 
height indi¬ 
cated by the 
oil level gauge 
on right-hand 
side in center 
of engine. 

From the pan 
o r reservoir 
the oil is 
drawn up 

through the oil pump, which is driven by a vertical shaft from spiral gears on the camshaft. The oil pump 
itself is surrounded by fine screen so that all oil entering the system is thoroughly strained to remove the 
dirt or lint that might stop up the oil ducts and cause damage. The illustration shows the principle of the 
system, and by following the arrows the oil can be traced from the reservoir to the various parts of the engine. 

The gear pump at the extreme bottom of reservoir draws the oil through the screen which surrounds 
it and forces it into a distributing pipe running the entire length of the crankcase. From this pipe the 
lubricant is forced to each of the three crankshaft main bearings. 

From the main bearings the oil is forced through holes in the crankshaft to the connecting-rod 
bearings. Since, at every revolution of the crankshaft, these holes register with the leads from the dis¬ 
tributing pipe, an excess of oil is forced to the connecting rods, where it is drawn off in fine drops or 
mist onto cylinder walls. A part of this spray, is also utilized for lubricating camshaft, valves, tappets. 

Principle of adjustment of the “spring and hall” valve; the ball is placed in the path of oil line 
with a spring tension behind it. When pressure of oil circulation is reached, to which spring tension is 
adjusted, the ball is forced open and oil overflows past hole; in this instance, to the chain sprocket. In 
other words it is merely a “relief-valve.” (see page 200.) 



„- . l E vn QF on. -- 




OIL PAN so?ki»-> 




■§ 3 S£^ 


CHART NO. 99A—Example of Two Modern Engine Lubrication Systems: Tlie “Circulating 

Splash” (Hudson as example) and the “Force Feed” System (King). 

♦Note the “eccentric” movement of cam for adjusting the pressure on the Hudson, and the “ball and spring 
valve” on the King. Also see page 694, for Adjusting Hudson Oiling System. 








































































































































































































































LUBRICATION. 


199 


Force Feed System. 

Oil is forced by pressure from oil-pan by 
a pump, to crank-shaft bearings, then 

through drilled holes in crank-pins, per 
system, page 198. Oil is not forced 
to piston-pin, piston and cylinder, but these 
and other parts are supplied by oil thrown 
from the crank-pin bearings. The connect¬ 
ing rods do not dip. 

Full Force Feed System. 

Oil is forced by pressure from oil-pan by 
a pump, to crank-shaft bearings, then 

through drilled holes in crank-pins, per fig. 
4, this page. Oil is also forced to connect¬ 
ing rod upper part, or piston-pin through 
channels or pipes, thence out piston-pin 
to wall of cylinder. Thus the difference be¬ 
tween the “force” and “full force” sys¬ 
tem. The connecting rods do not dip. 

Note the dotted lines showing the path 
of the oil. (A) is the oil reservoir. (B), 


piston or gear type of pump, (C), eccen¬ 
tric or gear for operating pump. (G), 
gauge placed on dash to indicate the pres¬ 
sure, (F), check valve, (D) is a strainer. 



Fig. 4—Diagram of a “full force feed” system. 

This would be termed a true “full force 
feed” engine lubrication system. 


Oil Pump and Oil Pressure Gauge. 


The Oil Pump. 

There are two types of oil circulating 
pumps in general use. The gear type, fig. 
1 and the plunger or piston type, fig. 2. 


f OIITITT 



The gear type (fig. 
1) can be operated 
by chain, but is usu¬ 
ally operated by a 
shaft, through bevel 
or spiral gears, as per 
fig. 6, page 197. 

The plunger type 

(fig. 2) is usually 
driven from the cam 


lbs. at highest speed (50 m. p. h.); Cadillac, 
5 to 7 lbs. when idling. 

If the indicator needle on gauge drops to 
zero, it indicates oil level is low or for 
some reason oil is not circulating. In cold 
weather it may be an indication, that the 
cold test of the oil you are using is not 
sufficiently low and that the oil has con¬ 
gealed to a point where the pump cannot 
draw it from the oil pan. Do not under 
any consideration continue to run the en¬ 
gine if the hand on the cowl board vibrates 
or returns to zero or if it remains at zero 


shaft, by an eccen¬ 
tric, and on marine 
engines instead of 
utilizing the cam 
shaft, the pump is 
sometimes driven 
from the crank shaft, 
fig. 4. 

The adjustment of this 
type pump is made by 
screwing the plunger-rad 
(0) in—(this shortens 
the stroke) ; or out— 
which lengthens the 
stroke). This lengthen¬ 
ing or shortening of the 
stroke, has the effect of regulating the flow of oil. 
The longer the stroke, the more oil flows and vice 
versa. 

A modification of this type is shown in 
fig. 1, page 198 — note the plunger is 
shorter and is operated by a cam or eccen¬ 
tric movement. The cam forces the plunger 
in and a spring forces it out again, thus 
creating a suction effect which draws the 
oil from the lower reservoir. 


after starting the engine. 

The amount of pressure varies with the 
speed, temperature and viscosity or thick¬ 
ness of oil. 

When the engine is cold, the pressure will 
be higher until the oil thins down. An ex¬ 
cessive pressure on the gauge may also in¬ 
dicate the clogging of the system. 

In other words, maximum pressures will be 
indicated at given speeds when the engine is cold 
and the oil is fresh; minimum pressures, when 
the engine is hot and the oil becomes thin. 

Practically all engine lubricating oils become 
less viscous from use even under normal condi¬ 
tions. Running the engine too long with the 
“choker” control lever pulled back will cause 
the oil to be thinned more rapidly, due to the 
condensation of gasoline from the rich mixture. 
See page 205. 

Too high a pressure will cause abnormal 
oil consumption. This should be adjusted 
according to the pressure recommended by 
the manufacturers (see page 542). Always 
adjust when engine is hot. 


Fig. l. 



Oil Pressure and Gauge. 



Fig. 2. Oil Pressure 
Gauge 


This is a gauge placed 
on the dash board (see 
page 188), which shows 
the oil pressure. The 
normal on the Pack¬ 
ard is 20 to 30 lbs. 
at 1000 r. p. m., engine 
hot. On the King, 15 
to 20, on the Pierce- 
Arrow, 3 to 4 lbs. at 
lowest speed — to 35 


Regulation of Oil Pressure. 

There are two general methods; (1) by an 
“eccentric” movement as per fig. 1, chart 
99A, and by the adjustment of a “spring 
and ball” valve as per fig. 4,. chart 99A. 

If gauge does not show pressure: Make 
sure that the oil pan contains plenty of oil, 
as shown by oil level indicator. Should this 
show “full,” remove priming plug on top 
of the pump and start engine. If oil flows 
from this, the pump is working and the 
trouble is with the gauge. 






































































200 


DYKE’S INSTRUCTION NUMBER FIFTEEN. 


Priming the pump: In case you think that the 
pump is clogged it is a good plan before taking 
it down to try priming it with the same kind of 
oil that you put in the crank case. To prime the 
pump, remove the plug, pour in oil until it fills, 
replace the plug and start engine. If priming 
does no good then it will be necessary to clean 
the pipes in order to find the obstruction. It is 
also advisable to occasionally clean the oil strainer. 

When the pump is taken down it must be 
primed with oil, after replacing. 

fShould at any time the oil gauge show full 
pressure when running at a slow speed, foreign 
matter has become lodged in your distributor 
pipe, and you will have to proced as follows: 


Take off oil pan, remove oil pump by removing 
cap screws which are usually accessible through 
th-e holes in the clutch cone and flywheel. The 
distributor pipe may then be drawn back through 
the opening left by the pump, and it should then 
be blown out with air pressure. 

If the system is a splash system as well as a 
forced circulating system, it is possible to drive 
in, but be sure there is plenty of oil in pan. 

fSomctimes high gauge pressure is due to cold 
weather and heavy congealed oil. If after engine 
is warmed up the pressure is excessive and the 
regulation does not vary it, then it can be attri¬ 
buted to clogged pipes. 


Example of Modern “Circulating Splash” System—See chart 99A. 


A modern engine lubrication system com¬ 
bining the splash and pump circulating sys¬ 
tem is shown in illustration figs. 1, 2, 3— 
used on the Hudson super six. 

Oil pump; plunger type, mounted at front 
of engine and driven by a vertical shaft 
from crankshaft. 

Regulation of oil pressure is governed 
by the speed of engine. An “eccen¬ 
tric” (E) is connected with the carburetor 
throttle. This keeps the cam from operat¬ 
ing on the plunger: should the regulation be 
set so oil gauge registers 1 to 1 % degrees of 
pressure when engine is running slowly. 
By this we mean at speeds from 10 to 20 
miles an hour, (see also page 694.) 

As the throttle is opened, the eccentric 
is turned away from the plunger so as to al¬ 
low it a greater amount of travel from the 
cam action. When the throttle is wide open, 


the eccentric should be in such a position as 
to permit a full travel of the pump plunger. 
By this adjustment, the oil pressure shown 
on the gauge will gradually increase as the 
car speed increases. It should register 3 
to 4 degrees at 30 miles, per hour. 

If gauge does not show this amount as 

above, the pump mechanism should be in¬ 
vestigated. Upon indication of a pump be¬ 
ing inoperative or gauge needle shows no 
movement, make sure there is plenty of oil 
in reservoir and engine is getting lubrica¬ 
tion by splash, and run irrespective of the 
pump, then you can drive in carefully and 
have the system examined. 

The oil reservoir on the Hudson contains over 
3 gallons of oil in the troughs and in the reservoir 
itself. It is fitted with a float indicator which 
shows the level of the oil by means of a red but¬ 
ton working in a glass tube. This is on the left- 
hand side of the engine. See fig. 2, chart 99A. 


Example of a Modern “Force 

The principle of operation, is explained in 
lower illustration in chart 99A and the 
text pertaining thereto refers to the King 
car. 

The pressure regulation which differs from 
the Hudson is explained below. 

Oil pressure regulation: The pressure of 
the oil in this force feed system is controlled 
by a “spring and ball” valve located on the 
front right-hand side of the crankcase. The 
valve is provided with an adjustment which 
should not be tampered with unless the pres¬ 
sure drops below 5 lbs. or raises above 20 
pounds, when the engine is speeding up. 

To regulate, loosen lock nut and turn pres¬ 
sure regulating screw to the right to in¬ 
crease the pressure, and to the left to de¬ 
crease it—see page 198. 


Feed” System—See chart 99A. 

Over lubrication: If the oil pan at any 
time contains more than *seven quarts of 
oil, the connecting rods will dip and thus 
create a splash which will over oil the pis¬ 
tons and cylinders, more on the right-hand 
block than the left, causing smoke to issue 
from the muffler pipe. 

If the engine smokes, drain oil pan and 
measure its contents, as the oil level gauge 
may be stuck. If the oil pan does not con¬ 
tain more than the right amount, the oil is 
probably pumping past the pistons, due to 
worn or stuck piston rings. If this is the 
cause, new rings should be fitted at once. 

Also remember that the use of too light a 
grade of cylinder oil is apt to cause engine to 
smoke. (The King Co. recommend “Mobiloil Gar¬ 
goyle A.”) Always clean screen and oil pan, 
washing with kerosene after draining dirty oil. 
(See ‘‘cleaning crank case,” page 201.) 


**The Kind of Lubricating Oil to Use. 


At the present time most lubricating oils 
are straight mineral oils made from different 
distillates of petroleum. 

A good high grade gas engine oil is neces¬ 
sary because the heat inside of an internal 
combustion type of engine will burn the 
oil, leaving nothing for lubrication—hence 
wear. Therefore nothing but a high grade 


oil will answer, one which will stand up un¬ 
der high ttemperature of the cylinders with¬ 
out thinning down. 

Another point to consider; if rings are 
tight and compression is good, then it is 
possible to use a light weight oil so it will 
splash readily. A light weight oil, under 
heat, can hold its body and will lubricate 


**M h v Chart a ^ tom °hff e recommendations, issued annually by the Vacuum Oil Co., Rochester 
N. Y„ specifies the correct grade of oil for each car and model for the last five years. It is free’ 

♦Amount varies on different cars. This is for King, model E. tStudebaker instructions. 
f M a x lmum temperature in cylinders, at top of explosion stroke is approximately 2700° F • the 
minimum temperature during suction stroke, about 250° F.; average temperature during the’ four 
strokes, about 950 F. These are temperatures in the cylinders to which the outer side of oil 
film is exposed to. 


LUBRICATION. 


201 


just the same as good heavy oil, if proper 
quality. 

Some engines require a light bodied oil, others 
a heavy oil: Sometimes the heavy bodied oil may 
appear to hold its body or consistency but under 
heat it will thin down considerably whereas a light 
bodied oil will hold its consistency equally as well. 

Note—any oil, no matter how thick or heavy, 
will thin down to a certain extent when heated. 

Where multiple disk clutches are used which 
run in oil it is very important that a light bodied 
oil be used, else the plates will have a tendency 
to drag by sticking together. 

If piston rings leak, which naturally lowers 
compression, then too light an oil will pass into 
the combustion chamber where the fire and flame 
will rapidly turn it to carbon, causing this carbon 
to stick to the valves, combustion chamber and 
spark plug. Consequent result is loss of oil, 
fouled spark plugs and carbon deposit. 

The proper oil to use is generally recom¬ 
mended by the maker of a car. The object 
has been to secure an oil that leaves no 
carbon deposit and that at the same time 
gives uniform complete lubrication. It must 
hold its body and form a lasting film on the 
wearing surfaces. If it thins down too 
much, it will leave the bearing without lubri¬ 
cation (see also, page 205, bottom). 

**A difference in oils is shown by their 
‘ ‘ flash points * ’ and ‘ ‘ burning points. ’ * When 


a lubricating oil is heated to a certain point, 
it will give off a thin smoke, if a lighted 
match is touched to it, the smoke will take 
fire with a quick flash. This is called the 
“flash point.” On heating the oil still 
more, the oil itself will finally take fire and 
burn, and the temperature that will permit 
this is called the “burning point.” The 
flash and burning points are much higher 
in some oils than in others. 

If oil with a low burning point is used in the 

cylinder of a gasoline engine, the intense heat 
will burn it before it can lubricate the cylinder 
walls and piston. If oil of a sufficiently high 
burning point is used, the temperature of the cyl¬ 
inder will not be high enough to burn it, and the 
cylinder walls and piston will be properly lubri¬ 
cated. 

One simple method of testing—drain oil which 
has been used in engine, into a long narrow tube— 
let it stand 24 hours. If good oil it will show a 
small amount of black sediment at bottom; but 
floating above it, the sediment is red in color (by 
transmitted light). 

Let a poor oil be tested, which is used under 
same conditions. At the end of a few minute* 
it will turn to a dense black. After standing 
24 hours it will show a voluminous black sedi¬ 
ment several times greater than that of good oil. 

Black sediment indicates sulphur compound* 
in the oil. Sulphur is injurious to bearings due 
to lack of lubricating qualities; also pits the 
valves causing leakage of compression. 


Using Oil Over Again, Adding 

Using cylinder oil over again. The cyl¬ 
inder oil. which is drained from the crank 
case of an engine having a circulating sys¬ 
tem, after every 1000 miles of use, may be 
used for the gear set if it is strained through 
a filter, and is good oil to begin with. 

It is then mixed with grease. The oil is merely 
charred and is slightly stringy from the wax 
which lias been formed in it. This wax-like con¬ 
sistency is the very qualification necessary for a 
gear lubricant in that it holds the oil to the gear. 
The oil should be drained in a pan, mixed with 
grease until the mass assumes the consistency of 
the regular transmission lubricant familiar to all 
automobilists, being neither liquid nor solid. 

Adding Fresh Oil. 

It is important to note that fresh oil of 
another make should not be added to the 
oil pan before thoroughly washing out the 
old oil. Clean, good oil put into a dirty en¬ 
gine with gummed-up bearings has simply 
no chance of asserting its superiority under 
the unfavorable circumstances. It has first 
of all to get rid of the gumming round the 
bearings before its lubricating qualities 
will be manifested. 

*Cleaning Crank Case. 

The system should be drained every 
thousand miles by removing the plug in the 
bottom of the oil pan. After the dirty 


Fresh Oil, Cleaning Crank Case, Etc. 

oil is drained off, the plug should be re¬ 
placed and about one gallon of kerosene 
poured into the oil pan through the filler 
tube. With ignition switch “off” so the 
engine will not start, press in on the starter 
button and allow the starting motor to 
crank the engine for about one minute. 

Also step on the running board and rock the 
car back and forth. This will allow the kero¬ 
sene to wash the interior of the engine thor¬ 
oughly. Remove the drain plug again and drain 
off all the kerosene. Glean strainer. 

It is very important that the kerosene be 
entirely drained, for if left in engine it will 
thin the fresh oil and cause it to lose its 
lubricating qualities. 

The engine will probably smoke more or less 
and there may be missing, due to the kerosene, 
but after running engine for a while the smoke 
ought to pass away and the spark plug can then 
be cleaned and properly set. 

Do not start engine under its own power even 
after new oil has been put in, until first turning 
it over several times with starter, this is done 
to eliminate all kerosene from engine distributor 
pipe and bearings. This action pumps the engine 
oil in its proper channels before it is run on its 
own power. 

A “scored” cylinder, means there are 
scratches or cuts in the cylinder caused by 
lack of oil. “Burnt” bearings on a crank¬ 
shaft or elsewhere, means the bearing is 
cut, caused by friction from lack of oil. 


Engine Lubrication Troubles. 


Cause—too much oil: Oil pan too full; oil 
pressure adjustment too high. Piston 
pumping oil or rings leak oil. 

Effect—too much oil: Smoking at exhaust; 
carbon in cylinders; pre-ignition and 
knocking; carbon on valves necessitat¬ 
ing grinding; spark plugs become fouled. 


Cause—not enough oil: Oil level in oil pan 
too low; oil pressure improperly adjust¬ 
ed; oil pipe-s clogged; pump not operat¬ 
ing. 

Effect—not enough oil: Overheating; seized 
bearings or pistons; scored or cut cylinders; 
knocking. 


♦Manufacturers advise that oil pan bo cleaned frequently, especially during cold weather—due to more 
-aw gasoline being drawn into cylinder and not being combusted—see page 205, bottom. 

tCooling the lubricating oil; on some racing cars and high speed marine and aeronautical engines of 
t h?eh compression and speed, the oil is cooled by leading the oil out of the engine base, where tern- 
nerature can be lowered, before pumping it back into engine. Castor oil is also used, page 918. 

•♦Another test is the cold test—not to be over 25 F. 


202 


DYKE’S INSTRUCTION NUMBER FIFTEEN. 


Results of Not Using Enougli Oil or Too Much. 


If the engine is not getting enough oil, 
the cylinder will become so hot that any 
oil that may have splashed on its outside 
will be burned—the smell being an indica¬ 
tion of the condition. Further running with¬ 
out oil will produce a hard metallic knock, 
and the heat will finally cause the piston 
to stick in the cylinder. 

An engine that is run without oil will be 
ruined, for the piston rings and the walls 
will be cut and scratched lengthwise, (called 
“scored”) so that the compression will not 
hold. 

If the piston sticks or “seizes” and 
pounds from lack of oil, stop—wait until it 
cools and then fill the crank case to pet cock 
level—also fill radiator with water after 
engine has cooled sufficiently. 

The engine should then be thoroughly in¬ 
spected before driving, to see if any dam¬ 
age has been done. If no obvious damage 
has been done, a thorough examination 
should be carried on to determine whether or 
not the running without oil has burned the 
bearings or caused other trouble. This can 
be ascertained by starting the engine, and if 
it pounds or knocks it is a certain indication 
of bearings burned or cylinders scored. 

A new bearing, or any other new part that 
has not worn smooth, requires more oil than 
one that has been run. It is always better 
to give a bearing too much oil than too 
little, but th-e exact amount of oil required 
for each part of the car should be learned 
as quickly as possible, in order to prevent 
waste. 

Results of Using Too Much Oil. 

The only place where too much oil is 
harmful in an engine is in the cylinders, 

where it is burnt with an excessive precipita¬ 
tion of carbon that adheres to the piston and 
cylinder heads, lodges on the valve-seats 
causing pre-ignition, overheating and knock¬ 
ing, loss of compression, and passes off into 
the muffler, clogging it, giving off much 
objectionable smoke, and ultimately reducing 
the efficiency of the muffler to such an ex¬ 
tent that the back-pressure causes a notice¬ 
able loss of power. 

The local remedy for these is to scrape 
and cleanse the cylinders, grind the valves, 
clean the muffler, and then find the cause of 
the excessive oil supply and cut it down. 

Too much oil in a circulating system in 
which the oil is simply drawn from the reser¬ 
voir and forced into the splash compartments 
of the crank chamber, is caused only from 
an excessive supply in the reservoir, of im¬ 
proper design. 

The oil pressure to be maintained on va¬ 
rious cars shown under “Standard Adjust¬ 
ments of Leading Cars”—^chart 228. 


♦♦Prevention of over-oiling: Carbonization, 
sooty spark plugs and a smoky exhaust are 
due to the fact that the oil works up past the 

piston into the com¬ 
bustion chamber. The 
illustration shows a 
simple but effective 
method of supplying 
a return for this ex¬ 
cess oil to the crank 
case. The piston 
is removed, chucked 
in a lathe, and a 
groove 1/16 in. 
square cut in the out¬ 
side edge of the ring 
groove just above the 
w'rist pin. tSix ^ 6 -in. holes are then drilled 
through the piston at regular intervals and 
are inclined toward the wrist pin at 

an angle of about 4 5 deg. The oil is 

caught in the groove and thrown down¬ 
ward onto the wrist pin, not only re¬ 
moving the excess oil from the cylinder 
but also effectively lubricating the wrist 
pin. 

If the piston rings leak, the oil passes 
around the rings, out the exhaust, causing 
considerable smoke. Another indication of 
leaking rings is the constant oil soaked 
spark plugs. Therefore it would appear if 
the rings are not in the best condition 
it would then be a wise thing to use heavier 
oil or fit new rings. 

*Carbon. 

The cause of carbon deposit is due to; (1) 
amount and grade of oil (2) the carbure- 
tion mixture. 

If too much gasoline is used it will cause 
carbon deposit just the same as a poor grade 
of oil. 

Excessive heat will also cause carbon, as 
oil vaporizes. 

Because oil becomes more fluid when it is 
heated, the oil feeds should be adjusted after 
the engine has been running, for if adjust¬ 
ments are made for cold oils the flow will 
be much more rapid when it is warmed, and 
the bearings will be flooded, and the excess 
oil will pass by the rings causing carbon 
deposits. 

**Smoky Exhaust—Cause of 

If the vapor is black and foul smelling 
it is caused by too “rich a mixture” (too 
much gasoline); this can be remedied in car¬ 
buretor adjustment. 

If the smoke is white or blue, the engine 
is supplied with an excess of oil. 

If the smoke is grey, there is too much 
fuel as well as lubricating oil. 

The reason an engine excessively supplied 
with oil smokes is that there is too much 
in the crank case; the entire lower portion 



*See page 623: “Relation of Carbon to Lubricating Oil,” and page 735. tOldsmobile advise %o" 
brUee **See also pages 652 and 793. v 















LUBRICATION. 


203 


of connecting rod will dip into it and the 
lubricant will be forced into the cylinder to 
work by the rings on the piston, then into 
the combustion chamber, thence out the ex¬ 
haust. 

Depending upon smoke issuing from the 
exhaust pipe of a car as a means of testing 
whether or not the cylinder lubrication is 
sufficient or over-sufficient is by no means 
conclusive. The fact that the exhaust is 
smoky does not indicate that lubrication is 
complete, or excessive in all cylinders. If 
it issues in a steady and continuous stream 
probably there is sufficient oil in the engine 
and probably, too much, but if it comes 
in intermittent puffs, it may be inferred that 


one compartment only of the crank case is 
flooded. 

Leaky piston rings are quite frequently 
the cause of excessive smoke—see repair 
subject, “ leaky piston rings. ” 

Oil Drips. 

The average oil drips come from the cap 
screws being loose on crankcase. Other drips 
come from bearings and quite frequently 
from the plungers or tappets above the cam 
shaft. 

On some cars the fan often picks up the 
oil oozing from bearings and throws it over 
the inside of hood. 


**Oil Grooves in Bearings. 


The old-fashioned arrangement of two simple 
holes on the upper side leading into oil-way either 

straight, starr¬ 
ed, or spiral, 
appears to be 
as good as any. 

But, be it not¬ 
ed, the oil-ways 
should not be 
cut to the ex¬ 
treme edge of 
the- bush, or 
their action as 
reser voirs is 
apt to be inter¬ 
fered with. 

Similarly the bevelling of the edges of the bush 
should likewise be discontinued before reaching 
the outside. The arrangements of oil-ways is 
shown in illustration, (see also page 644.) 

***“Running-in” a New Engine. 

Fine grooves (not visible to the eye) are left 
on piston by the cutting point of the lathe tool 


when originally made. Also pear shaped pits are 
left by grinding machine on cylinder wall3. 
When engine is new the projections are in the 
fine line stage. 

At ordinary temperature, say, .0035 piston 
clearance, will permit the projections to pass one 
another. When temperature of engine is raised 
the projections will touch from expansion and if 
speed is excessive the temperature is raised which 
increases expansion and friction takes place and 
the projections imbed themselves in the recesses 
opposite them, which will cause a stuck or 
“seized” piston (see page 639) with the attend¬ 
ant condition of a “scored” or cut cylinder wall 
(see pages 201, 653). 

Care is necessary to use plenty of oil and run 
at normal rates of speed until the projections 
gradually change shape, and are bent over in such 
a way that the high points fill the recesses. 

After engine has been run a 1000 miles with 
care the piston and cylinder surfaces become 
very smooth and polished. (see also pages 489 
and 651, why “piston clearance” is necessary.) 



fPointers on General Lubrication of the Car. 


It is a difficult matter to advise just what 
lubricants to use on all cars, as different 
manufacturers advise what to use and their 
advice ought to be followed. However, as 
an example, the average is given on page 
204, Studebaker and Hudson. 

A few pointers on lubricating the differ¬ 
ent parts will be given in the lines following: 

Disk clutch: There is much misinforma¬ 
tion about the caring for and lubrication of 
a disk clutch. Heavy oil often is put into 
such a mechanism with rather disastrous re¬ 
sults. At the end of a reasonable distance, 
say 500 miles, the old oil in a disk clutch 
should be removed. There is usually a drain 
plug fitted to the clutch housing and this 
should be removed to let the oil out, after 
whieh the clutch should be rinsed with kero¬ 
sene, and again allowed to drain completely. 
Thus cleaned, a supply of a light, clutch oil 
should be put in until the level is about even 
with the bottom of the clutch shaft. This 
allows the plates to pass through a bath of 
oil, and is the desirable condition. Some 
recommend a mixture of a light oil with 
kerosene, but as the proportion varies, it is 


best to purchase a regular light clutch oil. 
The foregoing does not apply to dry disk 
clutches. 

The transmission: It is important in lu¬ 
bricating the gear set that the oil or grease 
should not be too heavy, for in that case it 
will stick to the gears and be thrown from 
them by centrifugal force against the sides 
of the gearcase. This happens for the first 
few minutes, but after the mechanism has 
been in operation for some time, all of such 
solid lubricant has been picked up by the 
rapidly rotating parts and thrown from 
them. Very soon, they are free of the very 
lubricant they have been acting upon and 
soon run hot. The best lubricant is a heavy 
oil that will run, or a grease of such con¬ 
sistency that it will flow. Thus, when the 
gears and shafts pass through it, it does not 
adhere to them, and there is not the tend¬ 
ency to throw it out of contact with the 
bearing surfaces. There are many special 
forms of gearset and differential semi-fluid 
greases and heavy oils on the market and 
the makers have studied these facts so that 
the products perform their function of be- 


**See page 644. |See pages 621, 622. ** ***See also pages 489 and 507. 

***When engine stands over night, don’t immediately race engine to warm it up, because the oil has 
drained from bearings, cylinder walls, etc. Consequently it s going to take a few minutes to 
lubricate these parts properly. Therefore first let it run slowly for a minute or so 

















ECKEW DOWN (HACKLE EOLT OREAEE CORE EVERY DAY 


204 


DYKE’S INSTRUCTION NUMBER FIFTEEN. 



KEEP Hues FILLED WITH or 
U ltNO rORCI GUN 


EVERY THREE HUMORED MILES REMOVE PLUG 
FROM FLY WHEEL THROUGH OBSERVATION 
HOLE. TURN FLYWHEEL OVER AND DRAIN 
CLUTCH. REFILL CLUTCH WITH A MIXTURE 
OF ONE-QUARTER PINT OF KEROSENE AND 
ONE-QUARTfeR PINT OF MOTOR LU8RICANT 


EVERY TWO THOUSAND MILES DRAIN 
TRANSMISSION CASE AND WASH OUT WITH 
KEROSENE. REFILL CASE TO LEVEL CF 
PLUG WITH WHITMORE S AUTO QEAR PHO- 
TECTIVE COMPOSITION NO. 7. USING THE 
OLD GREASE AFTER IT HAS BEEN 6TRAINED. 
AOOING ENOUGH NEW GREASE. IF NECES- 
SARY. TO GET THE CESlREO LEVEL. 


« REAR WHEEL BEARING. 
LUBRICATE EVERY WEEK 


NOTE:—Every fifteen hundred miles, drain all oil from the motor by removing the pljg at the bottom of the oil reservoir. Pour kerosene into the 
crank case through the filler on left side of motor, and turn the motor over with electric starter for a minute. Stop motor. Drain out kerosene and add 
fresh motor oil until the oil indicator on the left side of motor shows “FULL." This should require approximately 3 gallons. Once a week when the car 
is laid up for the night, and while the motor is still hot, pour in each priming cock abous three teaspoonfuls of kerosene, close them and let stand all 
night. In the morning start the motor in the usual manner. 


Studebaker Four and Six: Engine lubrication is the “circulating splash” system with a gear pump. To 
drain and clean oil reservoir of engine: At the bottom of the oil pan is a large plug which can be taken 
out for cleaning purposes. After all old oil has run from this plug, pour one gallon of kerosene oil through 
the breather pipe, which will flood out all dirt and sediment which may have collected at the bottom of pan. 
The reservoir should then be filled with clean oil. When properly filled, the FOUR holds one and one-half gal¬ 
lons of oil and the SIX holds two and one-half gallons. Parts to lubricate are explained above. Note 
the transmission is at the rear of drive shaft attached to the axle housing. 

Hudson super-six: Engine lubrication is the “circulation splash” system as described on page 198. 

Parts to lubricate are explained above. Note the transmission and clutch are a unit with the engine. 


CHART NO. 100—Parts to Lubricate on a Modern Car: Studebaker Six and Hudson Super Six. 

The above Studebaker is the 1917 “six.” The 1918-19 model has transmission set forward, instead of rear as 
shown above. 


•CREW DOWN tHACKLE BOLT OR KAMI CURE EvKftV DAY. 































































































































































































































































































































































LUBRICATION. 


205 


ing just light enough to prevent sticking to 
the revolving parts. It is obviously wrong, 
therefore, to put any common grease into a 
gearset, for it not only acts as above, but 
has not the ability to get into bearings like 
a fluid material. 

In filling the gearset, put in the lubricant 
to a depth about half the height of the 
gearbox. That is, have it come about even 
with the center of the main shaft, this will 
completely submerge the counter-shaft in 
the average gearset design and will bring 
the under face of the main shaft gears into 
the lubricant. It is important in this con¬ 
nection to see that the packing rings are 
tight and prevent leakage where the drive 
shaft emerges from the gearcase and where 
the shaft from the clutch enters it. If 
there is leakage here, it not only will act as 
a collector of dirt and dust, but the gears 
will be robbed of their proper lubrication. 

The differential housing should hold the 
lubricant in the rear axle gears, so that 
attention is needed only as stated above but 
sometimes a disagreeable looking rear axle 
is noticed where the oil or grease oozes out 
through cracks or leaks in the rear cover 

*The Use of Graphite In 

The use of flake motor graphite mixed with 
cylinder lubricating oil when properly used will 

improve compression, decrease the amount of oil 
required, fill up scores in the cylinder walls, pre- 
rent valves and rings sticking and thereby cure 
emoky exhaust. 

A great deal of prejudice has existed against 
graphite lubrication due to ignorance. When 
automobiles first came on the market, chauffeurs 
would go to a hardware store to buy graphite to 
mix with their grease and would get Dixon’s 
Flake Graphite No. 1 which is intended for lu¬ 
brication of steam cylinders and other heavy 
work. Then they would use about five times 
too much of it and trouble would result. Of 
courae, graphite was blamed. However, anyone 
who has ever taken the trouble to investigate 
Dixon graphite automobile lubricants lias seen 
the sense of their claims and would use no other 
kind of lubrication. It stands to reason that 
when hearings and gear teeth are polished with 
fine flake graphite that there are actually no metal¬ 
lic surfaces in contact and hence there can he 
no wear, no heating and practically no friction. 

However, assuming that graphite is an ideal 
lubricant certain requirements are necessary, for 

instance: 

For splash oiling system, the Dixon Co. recom- 


plate or through the axle tubes onto the 
wheels. This is not so common a fault as 
it used to be when axles were not designed 
so well to trap the oil and keep it where it 
belongs. However, an occasional careless 
driver will let his axle get in this condition 
by not having a proper gasket between the 
differential housing cover plate and the 
housing itself. It is not much trouble to cut 
a gasket if the old one gets worn or out of 
shape, and it saves the brake bands which 
often become oil soaked and slip. 

fThe axle: In some cases, a heavy trans¬ 
mission oil is recommended for the axle but 
in most instances it is best to use either a 
sem-fluid grease or even a heavy grease. 
There is less chance for the gears to throw 
these, and the space is smaller so that it is 
next to impossible for the grease to get 
away from the lubricating points. It is 
next to impossible to give any fixed rule 
for rear axle lubrication. There are so many 
designs, and where a heavy oil or a grease 
will work satisfactorily in one instance, 
some other form is better in another. 

Dodge for instance uses 600W—steam cylinder 
oil two parts, and one part medium grease. 


the Automobile Engine. 

mend adding a scant teaspoonful of motor graph¬ 
ite to each quart of oil in the crank case and 
then add another teaspoonful at the end of each 
one thousand miles. The graphite may be mixed 
with a little oil and poured down the breather. 
You will notice that this is a very small amount 
of graphite but it is all that is required. 

For force feed system it is not advisable to 
mix the graphite with the oil on account of the 
possibility of clogging some of the small pas¬ 
sages. 

A small amount of dry graphite may be placed 
on the hand and permitted to be inhaled through 
the air intake of the carburetor directly to the 
cylinders. This should he done about once a week 
when your car is in ordinary service. 

More graphite can be used when it is intro¬ 
duced in the dry form because part of it is im¬ 
mediately blown out through the exhaust. 

On account of the location of the magneto ou 
Ford cars and the possibility of short circuiting 
it we do not recommend the use of graphite in 
the crank case or transmission case of thes-e 
cars. This is merely a precaution that we taka, 
although we know of many Ford owners who use 
graphite in their engines with entire satisfaction. 


How Unvaporized Gasoline Thins The Oil. 


Gasoline vapor that is not completely consumed 
in the engino does one of three things; it either 
passes out into the exhaust in an unburned state 
and is wasted, is deposited in the form of carbon 
within the cylinder, or condenses and runs down 
past pistons into the crankcase. 

The first of these is the most direct loss, but 
the other two are equally important in the long 
run. A carbonized engine is of itself inefficient. 
**Carbon makes the engine miss, makes it over¬ 
heat and pre-ignite. All of these things are sure 
to shorten the life of the engine. When the un¬ 
turned fuel runs down past the piston it destroys 
the seal between piston rings and cylinder, re¬ 


moves the oil which is to protect th8 surface of 
the cylinder and piston from friction and wear and, 
lastly dilutes the lubricating oil in the crank¬ 
case to such an extent that in time it become* 
worthless. 

Manufacturers are advising now that the crank¬ 
case he drained even more frequently than eTer 
before for this very reason. As cold weather ap¬ 
proaches, the necessity for frequently refilling 
completely with new oil will become more im¬ 
perative. Either the motorist is forced to drain 
out his oil and refill with fresh at an increased 
outlay or he must suffer the consequences of an 
engine damaged by insufficient lubrication. 


**See page 823. fGrease working out axle ends on brake hands cause brakes to slip. 

♦A free booklet, advising just where graphite as a lubricant can be used on a motor car and the 
kind to use, can be obtained by writing the Joseph Dixon Crucible Co., Jersey City, N. J. The writer 
knowing the importance of good lubricant, recommends the use of graphite. 



206 


DYKE’S INSTRUCTION NUMBER SIXTEEN. 


INSTRUCTION No. 16. 

IGNITION: LOW TENSION COIL. Purpose. Brief Explana¬ 
tion of Electricity. How Electricity is Produced. Methods 
of Generating Electricity. Low Tension “Make and Break" 
Ignition—using a Low Tension Coil. 


Principle of Ignition. 


There are three things required before a 
gasoline engine will run. These three things 
are absolutely essential. First, it is neces¬ 
sary to have a mixture of gasoline and air 
in the engine cylinders. Second, this mix 
ture must be compressed, and third, there 
must be a spark to set fire to the compressed 
mixture. The third thing required to make 
the engine run is the one which is most 
difficult to understand, if the reader is not 
familiar with electricity. The system of 
ignition, as it is called, is usually made up 
of certain electrical devices which probably 
give more trouble to the motorist than all 
the other mechanisms on the machine. 

In order that you may thoroughly under¬ 
stand the principles upon which the various 


ignition systems are built up, and how these 
systems are operated and maintained, it is 
well to start at the beginning. 

The original and first method for igniting 
the gas in a gasoline engine was by the 
means of a “hot tube ’’ or flame, but this 
method now being obsolete, we will deal 
only with the electric ignition. 

The ignition systems used on automobile 
engines at the present time are all electri¬ 
cal systems giving an electric spark which 
passes in the cylinder of the engine and 
sets fire to the compressed mixture, and as 
you will be dealing with electricity and elec¬ 
trical apparatus in these systems, the first 
thing to know is how electricity acts and 
how you can make it do work for you. 


What is Electricity? 


No one can tell you just what electricity 

is; we know how it acts and how it moves 
in the same way that we know how the force 
of gravity acts. 

If you throw a stone into the air it will 
come down again, but you cannot explain 
why, beyond saying that the force of grav¬ 
ity makes it come down. You cannot say 
just what “gravity’* is—so it is with elec¬ 
tricity. 

Electricity is in everything—in your body, 
i-n your clothes, in the magazine you are 
reading, in the chair upon which you are 
sitting—and the only reason you do not feel 
a shock is because the electricity is not in 
“motion.” 

If you put a water wheel in the middle 
of a pond, the wheel will not revolve, no 
matter how deep or how large the pond 
may be. 

To make the wheel revolve to get any 
work out of it, you must place the wheel in 
position that the water may flow from a 
high level to a low level, and in flowing, 
move or push the wheel around. 

There must be a current of water before 
the wheel will move—so in electricity— 
there must be a “current or a flowing of 
electricity” before you can get any work 
out of it. 

If you want water to flow, you provide 
a path for it downhill, or, in other words, 
you allow it to take a natural course from 
a high level to a low level. 

You can pump water to a high level and 
then get it to flow through pipes or along 
a stream. 

When water is pumped into a tank that 
is, say, 100 feet high, you know that there 
will be a certain pressure in the pipes lead¬ 


ing from the tank, and if you want to know 
how much pressure there is, you will meas¬ 
ure it in so many pounds pressure. 

At the same time you can measure the 
quantity of water flowing out of the pipes, 
and you can say that so many gallons will 
flow in a minute. 

You are no doubt perfectly familiar with 
the measurements called a pound, gallon and 
minute, and if you were told that 200 gal¬ 
lons of water were flowing out of a certain 
pipe in a minute at a pressure of 50 pounds, 
you would have a pretty good idea of the 
current of water referred to. 

Now, when you come to work with elec¬ 
tricity, you should be able to understand 
the current in the same way, but you will 
find that the measurements of electric cur¬ 
rents are not stated in gallons and pounds, 
but in other terms, as, amperes, meaning 
the quantity of current flowing; volts, mean¬ 
ing the pressure, causing it to flow; and 
ohms, meaning the resistance offered to the 
flow of current. 

How Electricity is Transmitted. 

Electricity produced in one place may be 
transmitted to another place, provided a 
path is arranged so that it may return to 
where it started. It will not flow if there 
is no circuit; that is, a continuous path. 

If the circuit is broken, the flow will im¬ 
mediately stop, and will not start again un¬ 
til the circuit is once more completed. 

Copper wire is usually used to take the 
electric current from where it is produced 
to the place where it is to be used, and an¬ 
other wire may be used to bring it back 
again, the first wire being called the “lead,” 
and the second the “return.” 


207 


IGNITION; LOW TENSION COIL 


If there is any way in which the current 
may leak from the *lead wire and return to 
the starting point without going through the 
entire circuit, it will do so, and this leak¬ 
age is called a short circuit or ground. 

**A conductor: Anything that will permit 
a current of electricity to pass through it is 
called a conductor; all metals are conductors. 

Insulators: Substances such as rubber, 

china, porcelain, glass, wood fibre and mica 
are called non-conductors or insulators. 

A wire is insulated to prevent leakage of 
current into any metallic substance it may 
touch by wrapping it with cotton or silk, 
which is soaked with rubber to prevent 
dampness from getting in. 

When dry, cotton and silk are insulators, but 
as water is a conductor, damp cotton and silk 
cease to be insulators. 


While all metals are conductors, some are 
better conductors than others; a copper wire, 
for instance, will pass a larger current than 
a^ iron wire of the same size. Due to the 
fact that copper has a lower resistance. 

If a wire has more electricity passed 
through it than it can easily conduct, heat 
will be generated, and it may get so hot 
that it will melt. 

The larger a wire is, the greater is the cur¬ 
rent that it can pass without heating, (volt¬ 
age being the same.) 

Copper is in most general use as a conduc¬ 
tor of electricity, because of its low resist¬ 
ance; silver is a better conductor, as it has 
a still lower resistance, but is not used be¬ 
cause of the expense. 


Explanation of Voltage and Amperage. Also “Series,” “Parallel” 

and “Multiple” Connections. 


A current of electricity flowing in a wire 
may be measured just as a current of water 
flowing in a pipe may be measured. 

The amount of water that flows through 
a pipe depends on the pressure, or head, and 
the friction in the pipe. The volume of 
electricity that flows through a wire de¬ 
pends on the pressure or voltage at which it 
flows and the ohmic resistance of the wire. 

Volts (pressure). The quantity of water 
flowing through a pipe depends largely on 
the pressure. The amount of electricity 
flowing, or the strength of current in am¬ 
peres depends in part on the pressure in 
volts. Thus the amount of current flowing 
is measured in amperes and the pressure 
causing it to flow is measured in volts. The 
volt is the practical unit of electromotive 
force. 

The electro-motive force, usually written 

E. M. F., is the total force required to cause 
the current to flow through the entire circuit. 

The unit of electromotive force is the volt. 

Ampere (current) a current of water flow¬ 
ing in a pipe is measured in gallons per 
second or cubic feet per second. An electric 
current is measured in amperes. Thus we 
say the strength of one ampere flows for 60 
seconds, then the total quantity is 60 am¬ 
pere-seconds, or 60 coulombs of electricity. 

The coulomb is the unit of quantity which 
equals the rate of flow X time, as ampere seconds. 
One ampere hour would equal 3600 coulombs. 
The ampere, therefore is the current strength, in¬ 
tensity of current or rate of flow, but in this in¬ 
struction we have referred to the ampere as the 
volume or quantity of current flowing. 

The velocity of electricity through a copper 
wire is said to be 288,000 miles per second. 

An ohm is the unit of electric resistance. 
Such a resistance as would limit the flow 
of electricity under an electromotive force 
of one volt to a current of one ampere. 
For instance, we speak of a certain size of 
copper wire, a certain length having so 
many ohms resistance. Iron wire offers 
6*4 times more resistance to the flow of 
current, than the same length and size of 


copper wire, therefore if it is not of suffi¬ 
cient size to permit the free passage of cur¬ 
rent, the wire will heat. 

The watt is the unit of electric power. 746 
watts equal one horse power. Multiplying the 
amperes by the volts gives watts. 

In order to explain the meaning of volt¬ 
age and amperage more clearly, we will use 
a hydraulic analogy, which gives the ex¬ 
planation as follows: 

Usually the ignition coil is so made it 
will work with a pressure of 6 volts. The 
resistance (see page 209 for meaning of this 
word) that the electricity meets in the 
wiring of the ignition system is so great 
that if we only had a pressure of 1 volt, 
this would not be sufficient to force enough 
current through the wires.t As the pres¬ 
sure increases the quantity of current that 
flows becomes greater. It has been found 
that a pressure of 6 volts is sufficient for 
most ignition systems which require from 
1 to 5 amperes. 

Series connection. The way we build 
the pressure up to 6 volts, with dry cells 
as an example, which give only 1^4 or 1 Ya 
volts each, is by connecting them in “ser¬ 
ies” as it is called.tt 



Fig. l.—Comparing dry cells or storage 
battery cells with pails of water. 



Fig. 2.—Dry cells connected in “series” 
similar to pails of water placed as shown. 


*Pronounced leed not lead. **The best conductor is silver, next best, copper, then aluminum, zinc, 
brass platinum,’ iron, nickel, tin, lead, German silver, antimony, mercury, bismuth, carbon, water. 
Thus’it will be seen that iron offers more resistance than copper, and carbon and water more re¬ 
sistance than iron. Non-conductors are slate, marble (if no metallic veins), oils, porcelain, glass, 
rubber, dry paper, silk, gutta percha. shellac, ebonite, etc. tSee page 427, size wire to use. 

tfStorago battery cells give 2 volts, large or small. The pressure is built up by adding more cells in 
same manner. 












































208 


DYKE’S INSTRUCTION NUMBER SIXTEEN. 


This can be explained by referring to our 
hydraulic analogy, as follows: Suppose we 
had three pails of water, each of them 1 
foot high, as shown in fig. 1, and suppose 
we had three dry cells, each of them giv¬ 
ing a pressure of 1 volt, we will say for 
the sake of simplicity. If we would take 
these three pails and set them one on top 
of the other, and make an opening in the 
bottom of the three pails, connecting the 
opening in the bottom one with a pipe, the 
pressure in the pipe would be three times 
as great as if we had only one pail. That 
is, we would have a head of 3 feet of water 
in the pipe and the water would squirt up 
approximately 3 feet in the air, as in fig. 2. 

When the cells are connected so that 
the pressures in them are added, it is called 
a “series” connection because it corre¬ 
sponds to putting the pails of water in a 
series one above the other. To make this 
connection, which is shown in fig. 2, we 
connect the positive terminal of one cell 
with the negative terminal of the next, the 
positive terminal of that one with the 
negative of the next, and so on. Finally, 
running one of the wires of the outside cir¬ 
cuit, from a lamp in this case, to the nega¬ 
tive terminal of one end cell and the other 
outside wire to the positive terminal of the 
other end cell. Since there is a pressure of 
1 volt, we will say, between the positive 
and negative terminals of each cell, we 
have simply added the voltage of all the 
other cells to it, just as we added the pres¬ 
sure in the other pails of water to the first 
one when we set the others on top of it. 

Series connection means that the carbon 
(positive pole) of one cell is connected to 
the zinc (negative pole) of the second; the 
carbon of the second to the zinc of the 
third and so on. This leaves the carbon 
of the last cell free to be connected with 
the outside circuit, likewise the zinc of the 
first cell. So, when the entire battery of 
cells flows from the outside carbon through 
the lamp or ignition coil, or whatever is in 
the outside circuit, and back to the battery 
through the zinc of the first cell. 



Fig. 3.—Dry cells connected in “paral¬ 
lel” or “multiple,” similar to pails of 
water connected one with the other. 


Parallel connection: There is another 
way in which we can attach the three pails 
of water to the pipe, and that is the ar¬ 
rangement shown in fig. 3. Instead of set¬ 
ting one pail on top of the other we have 
them all on the same level and if we con¬ 
nect the bottom of each one to the pipe 
the water will flow through the pipe, but 
we will have only one foot of head and the 
water will squirt only as high as the level 
of that in any one of the three pails, that 
is, the pressure would be no greater with 
the three pails connected this way than it 


is if there was only one pail connected with 
the pipe, but the water will flow three times 
as long. 

We can do almost the same thing with 
the electricity in the three dry cells (or 
storage battery cells) as we did with the 
water in the pails, that is, we can connect 
them up so that the pressure of each of 
them is added to that of the rest, or we 
can connect them up so that the pressure 
of all three is equal only to that of one, and 
like the water, the current will flow 3 times 
as long. 

This arrangement in fig. 3, is called the 
“parallel,” or “multiple” arrangement, 
and corresponds to connecting the pails of 
water to a pipe when all of them are at the 
same level. When we connected the pails 
of water in this way we simply added to 
the capacity of one pail without increasing 
the head or pressure. 

When we connected the three pails set on 
a level it was just as though we multiplied 
the size or capacity (amperage) of one pail 
by three. 

In the multiple or parallel arrangement 
of a dry cell (or storage battery cells) we 
simply connect all the positive terminals, 
or plates, and all the negative terminals, or 
plates, together, and the effect is merely 
that of adding to the size of the plate or 
capacity of the cell. When we connect the 
three cells in multiple or parallel, as in fig. 
3, we have multiplied the capacity (amper¬ 
age) of the cell by three, but we did not 
increase the pressure. 

If we increase the size of the plates in a 
cell we lengthen the time during which it 
will give a current of electricity. 

If one dry cell will give 1 volt for one 
day, three dry cells would give 1 volt for 
three days if connected in multiple, but if 
connected in series, as shown in fig. 2, we 
would get 3 volts pressure, but the three 
cells would last only one day. This can be 
explained by considering the water pails 
again, with the pails one on top of the 
other, giving a 3-foot head, the water would 
run out in one-third the time that it would 
if the pails were connected together as at 
the right of fig. 3, where they get only 1- 
foot head. It will be seen that in series 
connecting we increase the voltage but 
leave the volume or amperage the same, and 
in parallel connection we increase the 
volume or amperage, but leave the pressure 
or voltage the same, and in both cases the 
watts will be equal. 

In order, then, to get a pressure of 6 
volts, with dry cells giving 1% volts each, 
we simply need to connect four cells in 
series, for then we have four times 1*4 
or 6 volts, which is pressure enough for 
the ordinary ignition system. 

As the voltage has a tendency to drop 
when in use, 6 cells are usually placed in 
series. 

It is not well, however, to use more cell* 
in series than are needed, for good working, 
because the excess of pressure would force 
the electricity through the circuit at too great 



























IGNITION; LOW TENSION COIL. 


209 


a rate or amperage and this high current 
would damage the vibrators of the spark 
coils as will be explained later on. 

With the four cells connected in series 
and the total giving 6 volts pressure, we 
have the life of only one cell, that is, the 
four cells connected this way will not last 
any longer approximately than if we had 
only one cell. 

Multiple-series connection: We can dou¬ 
ble the life of the battery, thus obtained by 
connecting the four cells in series, simply 
by connecting up four more cells in series 
and then connecting the two sets of four 
cells each in ‘‘parallel or multiple.” The 
arrangement is illustrated in fig. 4, in which 
case we have three of the 1-volt cells we 
speak of, connected in series and three more 
in series, with the free negative terminals 
of each set tied together and the free posi¬ 
tive terminals of each set tied together. 



Fig. 4.—Two sets of cells connected 
in “parallel.” Each set connected in 
“series;” called “multiple series.” Note 
the comparison. 

Here we have obtained a pressure of 3 
volts by connecting three cells in series and 
have doubled the life or capacity (amper¬ 
age) by connecting in parallel another three 
which have been connected with each other 
in series. The effect is just the same as 
if we had taken three cells of double the 
capacity (amperage) and connected them in 
series. We would accomplish the same re¬ 
sult with water pails by making two piles 
of three each and connecting both to the 
same pipe, as indicated in fig. 4. Here we 


have obtained a head of 3 feet and doubled 
the capacity (amperage) of our source by 
doubling the amount of water. 

In the cell parallel arrangement, illus¬ 
trated in fig. 3, the current flows from the 
carbon of one end cell through the circuit 
and back to the battery through the zinc of 
the same cell, so that the current from the 
first cell does not have to flow through the 
second and third cells in order to go through 
the circuit and back to where it started, 
but is able to flow past them. The current 
from each of the three cells flows into the 
wire connecting their carbons and on its 
return flows back into the cell from the 
wire connecting their zincs. If you have a 
current of four amperes in the circuit, each 
cell will be giving one-third of the current, 
and only one-third of it will be flowing 
through any one cell. With two sets in 
multiple only half this amount of current 
will be flowing through each cell. 

Separate sets if used for ignition: In a 
motor car where dry cells and vibrator coils 
are used for ignition it will be found neces¬ 
sary to use two sets of cells which are not 
connected to each other, but either one of 
which can be switched into the circuit if de¬ 
sired. In fact, it will be found almost 
necessary to change from one set to the 
other every 25 to 50 miles. Otherwise the 
engine will begin to miss and finally will 
stop. This is because the current flows 
through the cells so rapidly too much ga* 
forms for the depolarizer to take care of 
and the cells polarize. After resting a 
while the cells will be restored or will re¬ 
cuperate, at least in part, to their former 
condition and can be switched on again. 

But if there are eight cells connected in 
two sets of four in series and these two 
sets connected in parallel arrangement ex¬ 
plained, the quantity or amperage of cur¬ 
rent required from each cell is lessened and 
they last very much longer—see foot note 
bottom of page 211, also index. 


tMeaning of Resistance. 


Electricity will flow more easily through 
some conductors than through others be¬ 
cause there is a difference in their resis¬ 
tance to the flow of current. 

Everything presents more or less resis¬ 
tance to the flow of current, and the less 
resistance that a substance presents, the 


better conductor it is. The greater the 
resistance, the less total current can pass; 
the pressure or voltage will dropt and the 
volume (amperage) will be reduced. In 
forcing a current through such resistance, 
heat is produced, and the greater the re¬ 
sistance the greater will be the heat (see 
ohms page 207, also index). 


Positive and Negative Terminals. 


Generator terminals: Every generator of 
electricity has two terminals; a positive 
(-f) and a negative(—), that being the 


names given to the points from, one of which 
the current leaves (positive) and to the 
other of which it returns (negative).* 


*The current always flows in the same direction, from the positive pole to the negative pole; it 
leaves the generator by the positive pole and returns by the negative. 

Connections can be grounded either from the negative or positive pole—it makes no material 
difference. Manufacturers as a rule ground the positive terminal of a storage battery to the frame. 

fResistance is that property of an electrical conductor by which it opposes the flow of an electrical 
current, for instance, carbon, iron wire, German silver and water will permit current to flow through, 
but it opposes or offers resistance to the flow—see ohm, page 207. A rheostat is a device for the pur¬ 
pose of varying the resistance of an electrical current, see pages 474 and 460. ^Termed a potential 
difference or energy lost. For instance, “two volts lost on a line,” means this much pressure is lost 
in sending the current through the line. ' 































210 


DYKE’S INSTRUCTION NUMBER SIXTEEN. 




ce-Lu a / o .3 




Fig. 2—The Ignition Storage Battery; a Chemical Gen¬ 
erator of “Direct” Flow of Electric Current. Contained 
in a battery box. Sometimes called an accumulator. 

The Storage Battery will also supply electricity to op¬ 
erate a Jump Spark or High Tension System of Ignition 
or a Low Tension “Make and Break” system. The Stor¬ 
age Battery for ignition consists of three cells placed in 
an acid-proof box. (See instruction on storage batteries.) 

These cells are covered over with a nard rubber or 
coal tar composition, leaving the lead lugs projecting. 
These lugs connect one cell to the other and two ends 
are left “open,’’ one a “Positive” or North, and the other 
a “Negative” or South. They are called “Positive” or 
“Negative” Terminals. Wires are connected to these 
tei'ininals and the current is conducted over the wires to 
the ignition system. 

When the Storage Battery is “run down” it is “re¬ 
charged” by attaching wires from electric wires to the 
battery. (Will be explained later.) 

The cells contain lead plates (N) negative and (P) 
positive, and are immersed in an acid solution. 

Each cell gives two volts and are usually placed in a 
box and connected together, making a total of six volts 
this being the usual pressure required to operate a coil, 


Fig. 3—The Dynamo; a low Tension, 
Mechanically Generated, Direct Flow of 
Electric Current. The Dynamo will sup¬ 
ply electricity to operate the coil of a 
Jump Spark or High Tension System of 
ignition or a low tension “Make and 
Break” System (not in use on automobiles 
to any great extent). 

The Dynamo is more adapted for generat¬ 
ing current to recharge the storage battery; 
' ' ** tht ” ” 


the storage battery then supplies light and 
ignition. 

Small “direct” current generators are 
also used on stationary ana marine engines 
for ignition, where “make and break” or 
“wipe” spark ignition system is used. 

The Dynamo has an “Electro-Magnetic” 
Field, meaning that the “pole pieces” are 
magnetized electrically. 

The Magneto has “Permanently” mag¬ 
netized “pole pieces” (will be described 
later). 

The Dynamo generates a “Direct” or 
continuous flow of electricity, meaning the 
current flows continuously, whereas the cur¬ 
rent in a magneto is reversed and flows 
“alternately” and is not a direct flow. 

The magneto is used in a different man¬ 
ner and is a separate and distinct system of 
ignition and will be described later. 

C^RQo^f 


The Dry Cell Battery (a Primary Cell) ; 
a Chemical Generator of a Direct Flow of 
Electric Current will also supply electricity 
for ignition, but is not reliable. Continuous 
use of dry cells will exhaust them or run 
them down rapidly and the pressure drops 
accordingly and thereby causes a “weak” 
spark. This battery will recuperate, how¬ 
ever, if left standing for a while unused. 

The dry cell battery is better adapted for 
ringing door bells or telephone work where 
the work required is not continuous. 

The dry cell contains no liquid, but 
merely moisture, hence its name—Dry Cell 
Battery. 

A is the filling or electrolyte, usually con¬ 
sisting of chloride of zinc, sal ammoniac, 
sulphate of lime and powdered charcoal 
(don’t confuse this electrolyte with that 
used on a storage battery). 

Six cells connected in a series connec¬ 
tion is usually the combination for a set 
for ignition. 

The positive pole of the dry cell is the 
carbon. The zinc being the negative. 



Cell. 



CHART NO. 101—Chemical and Mechanical Generators of a “Direct” Flow of Electricity. N< 

reference is made here to Magnetos; this will be treated later, under a separate heading. 













































































































IGNITION; LOW TENSION COIL. 


211 


How Electricity is Made to Do Work. 


Flow of current: The current only flows 
when the two terminals, or poles, are con¬ 
nected by a conductor. 

A current will flow if any opportunity is 
presented; if there is no regular conductor, 
moisture will often make the connection. 
Because of this desire to flow, the current 
may be made to perform work. 

If the circuit includes a coil or lamp, the 
current in flowing through the circuit from 
the positive pole to the negative pole is 
made to light the lamp or pass current 
through the coil. 


The circuit, with the lamp or coil, presents 
a resistance to the flow of the current, and 
if there is a short circuit that presents less 
resistance, the current will return by it in¬ 
stead of going through the coil or lamp. 
Therefore, the circuit must be so arranged 
that the current cannot return to the gener¬ 
ator without doing the work set for it. 

A switch is provided to close this circuit 
when work is desired and to open the cir¬ 
cuit when work is not desired. Therefore, 
for ignition, instead of a switch a timer or 
commutator is made to open and close the 
circuit at the time the spark is required. 


Parts Necessary to Produce the Ignition Spark. 


While there are several methods of pro¬ 
ducing the spark in the cylinder at the 
proper instant, they consist in general of 
the same parts. 

In the first place, there must be a genera¬ 
tor to supply the current of electricity; 
epark plugs or sparkers, also called igniters, 
in the cylinder, at which the spark is pro¬ 


duced; a timer or cam arrangement, by 
which the exact instant of the spark may 
be controlled, and the circuit, consisting of 
the necessary wires or conductors. 

Whatever the system may be, the current 
is produced by some kind of generator, and 
therefore a description of generators will 
be given before describing the systems. 


Methods of Generating “Direct” Electric Current. 


A current of electricity may be generated 
by chemical means, by cells; or mechanical¬ 
ly, by a magneto or dynamo. (The magneto 
will be described further on as it generates 
an “alternating” current and the dynamo 
“direct” current.) 

Chemical Generators. 

Cells are of two kinds, “primary” and 
“secondary;” primary cells actually mak¬ 
ing the current, and secondary cells storing 
the, current and giving it out as needed. 

A dry cell or storage battery cell pro¬ 
duces a “direct” flow of current and would 
be termed a “chemical” source of elec¬ 
tricity. 

The primary cells used for automobile 
work are called “dry ceils,” and consist 
of zinc cups, in which are placed sticks of 
carbon (see chart 101). 

The cups are lined with some substance 
like blotting paper, and the space between 
the carbon stick and the cup is packed 
with bits of carbon and the necessary 
chemicals. The blotting paper and carbon 
bits are moistened with the proper solution, 
and the top of the cup sealed with tar, so 
that it is watertight. The zinc cup and 
the carbon stick each have a thumb nut at 
the top, called a “binding post,” to which 
the wires are attached. 

When the circuit is closed, the current 
of electricity flows from the carbon bind¬ 
ing post over the circuit and back to the 
cell by the zinc binding post, the “carbon’ 
being the “positive pole,” and the “zinc” 
the “negative pole,” in this type of cell. 


Dry cells have a pressure or voltage, of 
about 1% or 1* ** 4 volts, and the volume of 
the current they produce, called the “am¬ 
perage,” depends on the size of the cell. 
The ordinary dry cell used in automobile 
work gives a current of 20 to 30 am¬ 
peres. 

When in use, a primary cell becomes ex¬ 
hausted, and the voltage drops gradually. 
When it has reached a point where it does 
not give sufficient current, it must bo 
discarded, and replaced with a new one. 

It should be remembered that dry cells 
are intended for “intermittent” *service, 
as for ignition starting where a magneto 
is used, but for continuous service, the dry 
cell is not a suitable source of current. After 
the engine has started dry cells for ignition 
are not very satisfactory for they become 
exhausted in a short time. 

For continuous current service the most 
efficient means of obtaining current is by 
means of a storage battery consisting of a 
battery of “secondary cells,” or as it is 
sometimes called an “accumulator.” This 
chemical type of electric generator is in 
more common use for ignition than the 
dry cells in connection with a dynamo— 
which will be explained further on. 

**Secondary cells, also called “storage 
cells,” or “accumulators,” are usually 
charged with current from a lighting cir¬ 
cuit, and may be recharged again when ex¬ 
hausted. 


★ The less continuously current is used from a dry cell the longer it will last or the more efficient 
it will be. 

**Storage batteries will be treated under a separate instruction. 


212 


DYKE’S INSTRUCTION NUMBER SIXTEEN. 


A storage battery consists of two or more 
storage cells. Each cell gives about 2 
volts, therefore, a storage battery with 
three cells would give 6 volts, and is termed 
a “chemical generator,’’ that is, it will 
generate electricity by a chemical action 
when discharging after first being charged 
—see page 447. 

A storage cell is made of prepared lead 
plates, placed in jars made of hard rubber 
or celluloid and filled with a solution of sul¬ 
phuric acid and water, called the “elec¬ 
trolyte.” The jar is filled with electrolyte 
until the plates are covered, a cover pre¬ 
venting it from spilling. A hole in the 
cover, closed with a plug, is used for exam¬ 
ining the condition of the cell, and refilling 
it when necessary. Through evaporation, 
leakage or spilling, the level of the electro¬ 
lyte may get below the top of the plates, in 
which case the jar should be refilled, enough 
electrolyte being added to bring it to the 
correct level. 

Electrolyte is made by adding one part 
of chemically pure sulphuric acid to—from 
three to nine parts of pure water—prefer¬ 
ably distilled water. 

An instrument called a hydrometer is 
used to determine the correct solution, and 
when floated in the solution its scale should 
read about 1290 sp. gr. 

tThe terminals of a storage cell are 
usually marked with signs to indicate the 
poles; a “plus sign,” the same that is 
used in arithmetic, being the “positive 
pole,” and a “minus sign” being the 
“negative pole.” 

The poles are often painted, as well, red 
being the positive and black the negative. 

A storage cell has a voltage of a little 
over 2 volts, and this will drop slowly to 
1.8 volts, when it requires recharging. In 
this it is like water running out of a tank, 
when the tank is empty it is necessary to 
refill it. 

Cell Connections. 

On pages 207-9 the “principle” of cell 
connections was explained in order to ex¬ 
emplify the meaning of volts and amperes. 
Cell connections will now be explained. 
Bear in mind the same principles apply to 
storage battery cells. 

One cell in a storage battery or dry bat¬ 
tery will not give enough current to pro¬ 
duce the spark required to ignite the mix¬ 
ture, and therefore, three, four or more 
are used, connected together. 

The most usual form of connection is in 
series; the negative pole of one cell is con¬ 
nected to the positive pole of the next, so 
that the current from one cell must pass 
through all of the others in order to return 
to where it started. (See chart 102, fig. 1.) 

This method of connecting increases the 
voltage as many times as there are cells; 


for instance, if there are four cells of 1H 
volts each, the voltage of the battery of 
cells will be six volts. The volume or am¬ 
perage does not change, being the same that 
it is for one cell. (See fig. 2, page 207.) 

Another method of connecting is in par¬ 
allel; all of the positive poles are connected 
to one wire, and all of the negative to an¬ 
other. (See chart 102, fig. 2.) This gives 
the same voltage (pressure) as one cell, 
but increases the amperage (quantity) as 
many times as there are cells. 

A third method is to connect the cells In 
multiple series. (See chart 102, fig. 3.) 
In this the cells are divided into two equal 
groups, each group being connected in series, 
and the two groups being connected with 
the circuit in parallel with each other. This 
gives a voltage of one-half what it would 
be if all were connected in series, and an 
amperage of one cell multiplied by the num¬ 
ber of groups. 

Mechanical Generators. 

A mechanical generator, which is driven by 
the engine, produces a current of electricity, 
and its action depends on “magnetism,” 
which is the property sometimes possessed 
by iron or steel, by which they attract other 
pieces of iron or steel. 

A generator consists of two parts; the 
“poles,” between which the magnetic field 
flows and the 11 armature, ’ ’ which revolves in 
this magnetic field, and produces the current 
of electricity. (See fig. 4, chart 102.) 

The field is made in two ways; it is either 
a “permanent magnet,” that is, steel that 
is magnetized so that its magnetism does 
not change, or an “electro-magnet;” that 
is, a coil of wire wound around a soft piece 
of iron, which is a strong magnet only while 
electricity is flowing through the coil. 

*When the field is a permanent magnet 
(fig. 5, chart 102), the generator is called a 
“magneto;” when the field is an electro¬ 
magnet (fig. 4), the generator is called a 
“dynamo.” (See chart 101 and 102.) 

The armature has a core, consisting of 
soft iron, with insulated wire wound around 
it endways. There are two types; a 
“drum” type and a “shuttle” type. The 
drum type could be revolved in either 
the “electro” or “permanent” magnetic 
field and would generate “direct” current. 
The “shuttle” type is used only on genera¬ 
tors in which the magnetic field is produced 
by permanent magnets and always gener¬ 
ates “alternating” current. (Will be ex¬ 
plained under magnetos further on.) 

The voltage of a magneto or dynamo de¬ 
pends on the size and quantity of wire 
wound on the armature and field coils, and 
on the speed. 

Terminalsi Mechanical generators usually 
have but one terminal, the other being 
“grounded,” which will be explained. 
Where there are two terminals and “direct” 


tWhen the poles of a storage battery are not marked the polarity can be determined by their natural 
cotor; the positive is darker, usually a brown color, whereas the negative is gray. *If armature is 
of the shuttle tyoe. 


IGNITION; LOW TENSION COIL. 


213 


current generators, they are marked as the When using “chemical’ ’ generators, such 
terminals on a storage cell are marked. as a storage battery; the circuit is also 
(4-positive,—negative.) (quite often) grounded on one side. 


♦Grounding the Circuit. 


When the current of electricity is re¬ 
quired to do work, as, for instance the pro¬ 
ducing of a spark in the cylinder, using a 
‘‘make and break ’’ ignition system for ex¬ 
ample, it must be taken to the igniter 
through a coil, by means of a wire but 
may be returned to the generator by means 
of a ground.” Which is usually abbre¬ 
viated as * ‘ G ” or GRND and designated 
by a sign as shown in chart 109. Seo 
chart No. 102, fig. 7; and fig. 3, chart 
103; dotted lines show path of current 
through metal of engine. 

The frame and engine of an automobile 


are made of metal, and therefore will con¬ 
duct electricity. 

If the negative pole of the direct current 
generator is attached to the metal frame or 
engine, and a wire attached to the positive 
pole, the current will flow in the circuit 
when the positive wire is touched to any 
other metal part of the frame or engine, for 
the metal acts as a conductor and permits 
the current to return to the generator. 

This method saves wire, for wire is used 
only to take the current to where it is 
needed, the metal of the frame or engine 
bringing it back again. 


♦♦Switches. 


When the current for the ignition is sup¬ 
plied by battery, it is usual to hp,ve two 
sets (fig. 1, chart 103), and is used to start 
the engine; after engine is started, the dy¬ 
namo or magneto supplies the current. The 
reason for this is due to the fact that a 
battery supplies a constant source of elec¬ 
tric supply, whereas a mechanical generator 
generates current only when running. 

A switch is placed in the circuit, so that 
either may be used. They are made in many 
forms, but a simple form is a flat piece 
of spring brass, pivoted at one end, so that 
it may swing from side to side. The free 
end may touch either of two knobs of brass, 
one on each side, or be between them with¬ 
out touching them. Each of the knobs are 
connected to one of the sets of batteries, 
or one to the battery and the other to the 


dynamo, and the flat piece of brass is con¬ 
nected to the ignition circuit. 

Thus when the free end of the switch is 
swung to one side, or the other, it rests 
on one of the knobs, and the corresponding 
battery is thrown in circuit, furnishing the 
current for the ignition. 

When the switch is between the knobs, it 
is out or “off” of contact, and the circuit 
is broken. Thus a switch serves not only to 
connect either of the two sources of current, 
but also to break the circuit, which, of 
course, stops the engine. 

The switch lever can be detached from 
some makes of switches; when it is with¬ 
drawn, it breaks the circuit regardless of 
which side the switch is on. Thus only 
the holder of the lever may run the car. 


Ignition 

There are two systems of ignition used 
for automobile engines; “low tension sys¬ 
tem” and the “high tension system;” the 
source of electric supply being either by 
chemical means as: dry cells, or a storage 
battery, or mechanical means as: a magneto 
or dynamo (also called generator). (The 
magneto is explained further on.) 

The word “tension” means pressure or 
voltage; high tension being high voltage, 
and low tension low voltage. 

The low tension system of ignition is used 
on only a few makes of automobiles. The 
low tension system was formerly used to a 
great extent on boat engines and is still used 
to a great extent on stationary engines. 

The low tension system uses a low tension 
single wound primary coil as per fig. 7, chart 


Systems. 

102 and its source of electric supply can 
be a dry or storage battery, or dynamo. Low 
tension magnetos are also used, but the coil 
is wound on the armature (treated under 
“Low Tension Magnetos.”) 

The high tension system of ignition is the 
approved system now in use on very near 
all makes of cars. The high tension system 
may be either by a high tension coil and a 
battery; high tension coil and low tension 
magneto; high tension coil and dynamo in 
connection with a battery—or by a high 
tension “magneto” alone. 

In this Instruction and in number seven¬ 
teen, we deal only with coil ignition. Both 
low tension and high tension. Magnetos will 
be treated further on. 


♦Either the positive or negative side can be grounded as it makes no difference. Manufacturers as 
a matter of standardizing, are grounding the positive pole of storage battery (4-)« 

**See page 275—“magneto switch”—note switch is closed to stop ignition. 


214 


DYKE’S INSTRUCTION NUMBER SIXTEEN 



TO Cmc(/rr 


to Citcvu 


Fig. 1—Series, 
to carbon. 


Zincs connected 



Fig. 2—Parallel. Zincs con¬ 
nected together. Carbon connected 
together.' 


CELL CONNECTION 

Fig. 1 is the usual 
method. This meth¬ 
od gives the voltage 
of six cells and an 
amperage of one cell. 

Fig. 2. This meth¬ 
od gives the voltage 
of but one cell and 
an amperage of six 
cells. 



Fig. 3 is a meth¬ 
od used for emer¬ 
gency. In this case the reader will suppose that two sets 
of dry cells supply the current for ignition; one set is 
used for a while, then the other; if both sets run down, then 
connect them in multiple as shown. This method gives a 
voltage of five cells and an amperage of two cells. 


L CARBON 

Fig. 3—Multiple Series, 

text for explanation. 


STATIONARY j MOVABLE Switch, 
n ica ,- - J _ - __ 



Electro 

Magnet 


Armature 

revolves 


Winding 

Field 



Fig. 4—A dynamo, 
a mechanical genera¬ 
tor of “direct ,t cur¬ 
rent. Note the 
electro winding on 
field magnet. The 
armature is “drum” 
type. 


Fig. 5—A magneto with “per¬ 
manent” magnet. If armature 
is “shuttle” type (see magnetos) 
the current will be “alternating,” 
if “drum” type, direct. 



\ clearer view 
of "Hake & Break* 
Igniter. 


GEAR N«2/ 


1 

\ 


OOTTE.D LINE. 
SHOWS PATH CP 
CURRENT THRO 
EmCiINC 



Low Tension 
or Primary 
Coil. Only 
one winding. 


Bundle of soft 
iron wires. 


WIRE Of PfilMARV WINDING 


BUNDLE OF 
IRON WIRES 



mm 





BATTERY 

Fig. 6—Explanation of a Low Tension Pri¬ 
mary or Low Tension Coil (Single Wound.) 

By snapping the ends of tlie copper wires 
connected with a battery (after winding this 
wire around a bundle of iron wires) a spark 
will be produced. The wires must be “snap¬ 
ped” or separated suddenly, and the current 
must pass through the single-wound or pri¬ 
mary coil. 


A CntMlCAi. 
GE.NE.RATOR. 


Fig. 7—A make and break low tension system of 
ignition. 

The igniter is shown, which makes and breaks 
the low tension current as it flows from the posi¬ 
tive pole of the battery to the single-wound low 
tension coil through switch, then to the mica in¬ 
sulated electrode. 

•When the nose of the cam strikes the tappet 
rod, this rod makes and breaks the flow of current 
and creates a flash or spark (as by hand, fig. 6). 
The current flows from positive pole of battery 
to stationary electrode on engine, thence through 
moveable electrode to metal of engine—thence by 
way of grounded circuit to battery. 

In the above illustration., the coil through which 
the current passes is a low tension coil, and the 
system of ignition is the “make and break” sys¬ 
tem. Either the dry cells, storage battery or the 
dynamo will supply the electricity. Either of these 
same sources of electricity would supply electricity 
for the jump spark or high tension coil also. This 
latter system will be treated further on. The mag¬ 
neto would require special connections, if used, and 
will also be explained further on. 

The spark should occur just as piston is on top 
of its stroke or slightly before. 


CHART NO. 102—Cell Connections. Mechanical Generators. Make and Break Principle of Ignition. 

•Note the points do not remain together when not oper ating—they are slightly apart. The cam or tappet j 
rangement causes the spark to “make” and suddenly “break,” hence the term “make and break.” 








































































































































































IGNITION; LOW TENSION COIL. 


215 


Low Tension Coil System of Ignition. 


If the ends of the wires of a primary or 
lo 7 tension coil, are connected with a bat¬ 
tery or mechanical generator and connected 
together, the current will flow, and if then 
the ends are separated suddenly a spark will 
be formed between them. The more power¬ 
ful the current, the larger will be the spark. 
(See fig. 6, chart 102, this illustration ex¬ 
plains the fundamental principle of coil ig¬ 
nition, therefore study it carefully.) 

The Make-and-Break Low Tension Coil 
Ignition System. 

This system is shown on page 214, fig. 
7 and also page 216. 

tfThe “movable electrode” is operated by a 
cam arrangement, exactly as the exhaust valve of 
the engine is operated. As the spark is needed 
only once during two revolutions of the crank 
shaft, the cam is attached to the half-time 
shaft, and operates the electrode by a rod called 
a tappet. 

The “stationary electrode” is insulated from 
the cylinder with mica, and one wire of the cir¬ 
cuit is connected to it. The “movable electrode” 
is operated by a cam, which is in contact with 
the current from the grounded wire of the bat¬ 
tery and which allows the current to pass from it 
to the metal of the cylinder. • < 

When the two points aro in contact, the cur¬ 
rent flows from the positive pole of the battery 
by a wire to the stationary electrode, then to the 
movable, because the two are in contact, and back 
to the battery by the ground. 

When the two electrodes are separated by the 
cam acting on the movable one, the circuit is 
broken, and a spark formed between them. 


Illustration fig. 1, page 216, shows the make- 
and-break system with two sets of batteries con¬ 
nected to the switch in such a manner that either 
let may be used. 

While any battery would give a spark, a 
strong one is needed to ignite the charge sud¬ 
denly and completely, and to do this it is neces¬ 
sary to use a strong current. Therefore several 
cells are connected together, usually 5 or 6. One 
set is used a while then the other. Dynamos, 
storage batteries and low tension magnetos are also 
used. 

fWipe Spark Low Tension Coil Ignition 

System. 

Wipe spark ignition is similar to the “Make 
and Break” in every respect, except that it 
makes a wiping and rotary motion as the elec¬ 
trode (A) of the igniter revolves; being operated 
by an eccentric rod (E) from the cam gear. 



The other electrode (B) is stationary and 
looks very much like a spark plug. This type 
of ignition is never used on the automobile; 
but is here shown so that the reader can master 
the elementary principles of the different igni¬ 
tion systems. This system is used mostly on 
stationary engines. 


The Low Tension Coil. 


We have learned the different sources 
from which electricity can be obtained for 
ignition. Also the first principle of ignition, 
which is the old style “make and break’* 
igniter using a low tension or primary coil. 
This system is seldom used, only on sta¬ 
tionary engines, however, it will be well for 
the reader to master the principle of the 
low tension coil, as it is the foundation for 
building up a high tension coil or magneto 
armature winding. (See fig. 6.) 


wi"f or PAiMARr wwDtuo 



B ATTtKr 


Fig. 6—Explanation of a Low Tension Prl- 
xn&ry or Low Tension Coil (Single Wound.) 

By snapping the ends of the copper wires 
connected with a battery (after winding this 
wire around a bundle of iron wires) a spark 
will be produced. The wires must be "snap 
ped" or separated suddenly, and the current 
must pass through the single-wound or pri 
mary coil. 

The current is strengthened, or intensified, 
by the use of a simple coil, called a primary 
or low tension coil. 

Construction: Consists of a bundle of soft 
iron wires, called the “core,” around which 


is wound several layers of well-insulated 
copper wire. (See also coils in chart 103.) 

A current of electricity passing through 
the wire will make the core a magnet, the 
magnetism ceasing as soon as the current 
stops flowing. The magnetism of the core 
acts on the current of electricity, and in¬ 
tensifies it, and making it strong enough to 
produce a good spark between the electrodes. 

The reason for the current being intensi¬ 
fied requires an understanding of electrical 
engineering to make it clear; it is sufficient 
for the repairman to understand that the 
current is intensified. 

The positive wire of the battery leads to 
one terminal of the wire wound around the 
core of the coil, and the other terminal of 
the coil winding is connected to the sta¬ 
tionary electrode. 

Because the action of the cam moves the 
movable electrode, it can be seen that mak¬ 
ing the cam operate sooner or later will 
make the spark occur sooner or later. The 
cam is therefore arranged so that it may act 
sooner or later on the tappet and electrode, 
and is controlled by a lever, so that it can 
be advanced or retarded just as a timer on a 
high tension coil system.t 


ttThe low tension “mako and break” ignition system: two metal points (electrodes, fig. 7, chart 
102) are set in the combustion space of the cylinder, one of them being stationary, and the other 
movable, so that it may touch the other or be separated from it. 

The two points are called “electrodes,” and form what is termed, the igniter. The two points 
are connected in the ignition circuit, so that when they touch the current passes from one to the 
other, and w-hen they are separated a spark is formed between them. 

tThe make and break system is Beldom used on automobiles. Used more on stationary engines. 
The “wipe spark” is similar; also used on stationary engines, see above, and “Dyke’s Motor Manual.” 






























216 


DYKE’S INSTRUCTION NUMBER SIXTEEN. 


ELECTRODES 

mm r 


of oocproedca Low Tension 

otroke. or Primary 

Coll. Only 
one winding 


Bundle of soft 
Iron wir.e. 





1 'jr*»? ^ r*-> f* 1^3 r r*^/ 1 


tip and does 
motion of rod 
operated by 
cam. 


“HAKE & BREAK* or Low Tension 
system of Ignition. 2 sets or 
Batteries supply Electrlolty. 



r/O.I MAKE ANDBffEAK 5 rSTEM Of 
IGNITWN. W/TffOffYCELLS, 2 SETS. 


E/0 2 MAKE AND BREAK, ION WON 
W/TH JTOffAOE BATTERY 



LOW T/ZHSfOM 
'CO/L 




onw cells' 

253 ' 2^ "* 2b ^ ? 2b 



OVN/KMO 



E/C 3. MAKE A NO BREAK. [M/TH /TRY CELL*? 
71) START OR, AND DYNAMO JO RUM ON, 

SOS5 OAR 


A IRQ RE TO 
LOW TENSION 


F/O.N. MAKE AND BffEAR W/T// 

BATTERY TO START. AND MAGNETO TO RUN 

ON. 



/OH/rertsQa — Off — Off 

i » 


LOW reuS/oN 


I SW/TCf/ 


X. 


m 


» __ 

PRY CELLS 


-j| f I I j f i 

L Ji 3 LU LjJ L-J 


7 


OVA//\NjQ 



DRY CELLS -» - f- 


F/Q 5 N C YLJNDER MAKE.ANO BREAK 
WITH DRY CELLS TO START ON, DYNAMO 
TO RUN ON. 


F/O.G. 5TAT/0NAFY EMC/ME 
IN/r/y, DRY ceILs TO START on, 
dynamo to run oa/. 


CHART NO. 103—Diagrams of Wiring for the Low Tension “Make and Break” Svstem nf 
Ignition using Dry Cells or Storage Batteries (chemical source), and Dynamo or Mama 
to (mechanical source). 6 

























































































































































































































































IGNITION, LOW TENSION COIL. 


217 


Wiring Diagrams of the Low Tension “Make and 
Break’’ Ignition System. 


A “make and break’’ system (see chart 
103); requires less care in wiring than the 
high tension or jump spark system, but is 
not suitable for high speed automobile en¬ 
gines. 

The first difficulties were; insulating the 
stationary spark point, and making an easy 
working but tight joint for the moving 
spark point, although this has been largely 
overcome, the jump spark or high tension, 
has proven a superior ignition and it is 
to this latter system we will confine our 
attention in the following instructions. 
It is well, however, for the reader to mas¬ 
ter the low tension system of ignition in 
order to understand the high tension sys¬ 
tem. 

Wiring for two sets of dry cell batteries: 
In fig. 1, chart 103, we have two sets of 
dry cells as the source of electricity for 
the make and break system of ignition. 
One set is used a while and then the other. 
Dry cells run down rapidly, therefore this 
system is seldom used. 

Wiring for batteries to start on and the 
dynamo to run on: The dynamo, which 
generates a direct flow of electric current, 
is usually placed so that it is operated by 
the engine, and the usual plan is to start 
the engine with dry cells, and after engine 
is started, the dry cells, are switched off 
and the dynamo supplies the electric cur¬ 
rent. (See fig. 3.) This system is used 
quite extensively on stationary gasoline 
engines, as well as a great number of marine 
engines. 

The storage battery for make and break 
ignition: This system (see fig. 2), is prac¬ 
tical if the storage battery can be re¬ 
charged. The storage battery will supply 
a certain quantity of current for a certain 
period of time; for instance, suppose the 
storage battery was a 60 ampere hour bat¬ 
tery, and the ignition system used one am¬ 
pere of current per hour; in this way we 
would have a sufficient quantity of electric¬ 
ity from the storage battery to run the 
ignition for 60 actual hours. 

Suppose the engine only runs three hours 
per day—we would use three amperes of 
the 60 in one day; therefore we would 
have 67 amperes left, which would run 19 
more days of three hours per day. 

The storage battery delivers the same 
pressure until all the amperage or quantity 
is gone, whereas a dry cell, not only loses in 


amperes or quantity, but it loses its pres¬ 
sure in a very short time of service. 

The usual pressure required to force the 
current through the coil is six volts (pres¬ 
sure). The storage battery will hold this 
pressure until the quantity of current is all 
gone. The dry cell drops in voltage rap¬ 
idly, and therefore weakens the spark. 
When a storage battery runs out, it is re¬ 
stored with electricity. When a dry cell 
runs out of current, it is thrown away. 

Sometimes we see a storage battery and a 
dynamo or magneto connected so that the 
engine is started from the storage battery 
and then switched to the dynamo, after the 
engine is running. When a dynamo or 
magneto is used for supplying electricity, it 
is usual to have either a set of dry cells, or 
a storage battery to start with. The rea¬ 
son for this is; a dynamo or magneto must 
first run in order to generate electric cur¬ 
rent, and the usual plan of cranking an en¬ 
gine will not speed up the dynamo or mag¬ 
neto fast enough so that it will generate 
current. Therefore, the dry cell and stor¬ 
age battery are used for starting, and after 
the engine is started and is running fast 
enough for the dynamo to generate current, 
the switch is thrown from the battery to 
the dynamo. 

A low tension magneto for ignition: The 
subject of magnetos (low and high tension) 
is treated under a separate instruction. 

The low tension magneto is used quite ex¬ 
tensively for make and break systems of 
ignition, in connection with a set of dry 
cells to start with, on the same principle as 
the dynamo combination. The magneto, 
however, differs from the dynamo, in that 
it supplies an “alternating” current instead 
of a “direct” current. 

No coil is necessary in connection with 
the low tension magneto, but the coil in the 
diagram (fig. 4) is used in connection with 
the battery for starting. The coil used with 
the magneto is wound on the armature of 
the magneto. This subject will be treated 
further on. 

A four-cylinder make and break system 
of ignition with dry cells and dynamo. All 
of the diagrams shown are illustrated on 
one-cylinder engines. In fig. 5, chart 103, 
a four-cylinder engine, with make and break 
system of ignition, is connected up, using 
a combination of dry cells to start with, 
and a dynamo to run on. 


Note—The above systems are not now used on automobiles, but were, formerly used in the 
early days of motoring. The reason for explaining the old systoms of ignition, is due to the fact 
that the underlying principles of the more modern systems are founded upon the principles of thesa 
early days. Therefore it is essential that they be mastered first in order to more clearly understand 
the modern systems treated farther on. 



218 


DYKE’S INSTRUCTION NUMBER SEVENTEEN. 




ZPARKPLUtr 

METAL - L 

roo 



GROUND 
PATH OF 

CURRENT TRRU^s 
ENGINE } TO 
METAL ROLLER 

Fig. 1.—An exaggerated drawing, made for the purpose of illustrating how the spark plug is screwed 
into the combustion chamber of the engine, and how the current is carried from the battery through the 
primary winding of the coil, to commutator, etc. Also showing the secondary circuit. The lower second¬ 
ary wire could be connected to the primary wire instead of grounding to engine and the path would be 
through metal part of engine, through commutator roller back to coil. See page 226. Trace the 
circuit with your pencil. 



HEX BRASS 
COMRRESSIOS ITUT 


tapered mica 

INSULATION 


SECONDARY 

COMBUSTION 

CHAMBER 


SPARK JUMPS 
PROM 

WIRE TO SHELL 


BRASS TOOTLED 

kit 


PURS 

METEOR WIRE 


MICA 

WASHERS 


STSSL CORE 


BRASS PAOKINO 
NUT TO HOLD 
MICA INSULATION 
WITH CORE IN 
THE SHELL 


CAS TIGHT 
COPPER WASHER 


BRASS COMPRESSION 
WASHER 


HEAVY MICA TUBE 
BETWEEN STEEL 
CORE & OUTSIDE 
MICA INSULATION 


BRONZE RING 
COPPER WASHERS 


SHELL WHICH 
INTO 
CYLINDER 


STEEL CAP 


Fig. 2—Parts of a mica insulated spark plug. 
The mica plug construction is explained on 
page 238, fig. 12. The porcelain type is used 
most. 



Fig. 3—Parts of a porcelain insulated spark plug 
seperated. Spark-plugs are used with jump spark coU 
and high tension magneto ignition systems. See also, 
pages 84, 235, 238. 

S—iron shell which screws into engine. 

N—brass bushing which holds (C) in place. 

C—porcelain with electrode (T). 

T—rod, called electrode. 

B—screws on (T) and holds secondary wire. 


CHART NO. 104—Diagram Showing the Parts of a High Tension (also termed Jump Spark) Igni¬ 
tion System using a High Tension Coil (with vibrator) and Commutator. 

Note: Spark plug is usually placed over the inlet valve. See footnote page 219. *See page 225 for commutator. 



















































































































































































IGNITION; HIGH TENSION COIL. 


219 


INSTRUCTION No. 17. 

IGNITION; HIGH TENSION COIL: ^Viring of High Tension 
Vibrator Coil System. Purpose of the Spark Plug. The In¬ 
duction Coil Principle. Magnetism. Mechanical and Elec¬ 
trical Vibrators. Commutators. Commutators and Distri¬ 
butor. Timers. Master Vibrator. The Coil Condenser. 

The low tension, or make and break, system of ignition, described in the last lesson 
is not used very much. The “high tension,” or as it is sometimes called the “jump 
spark’’ system, is the system in general use. 


Purpose of 

You are more or less familiar with the 
ordinary spark plug that is used in connec¬ 
tion with ignition systems to give a spark 
inside the cylinders of the engine. In chart 
104, are two views of two typical spark 
plugs, one showing plug as if cut, in two, 
called a sectional view, the other view shows 
plug disassembled. The metal part of plug 
(T) acts as a conductor of the current, while 
the porcelain (C) represents the insulating 
material, which is composed of porcelain or 
mica, (see pages 233 to 239.) 

*A spark plug is screwed into each cyl¬ 
inder of the engine, and when the piston is 
in the right position to receive a spark, a 
current of electricity is sent along the metal 
center part (called the firing pin) of the 
spark plug and across the small air gap at 
the bottom and into the outer sleeve. Al¬ 
though this air gap is only about 1-6 4th to 
l-32nd of an inch wide, the air in the gap 
offers such a tremendous resistance to the 

**The Jump Spark 

Construction: An induction coil or jump 
spark coil, consists of a core of soft iron 
wire, over which is wound a few layers of 
insulated copper wire, which is called the 
primary winding (in other words, this is 
our original low tension coil, fig. 6, chart 
102 ). 

Over the primary winding is wound a 
great number of layers of exceedingly fine 
copper wire, insulated, called the secondary 
winding. (See fig. 1, chart 104.) 

When a current of electricity flowing 


park Plugs. 

current that it requires in the neighborhood 
of 16,000 volts’ pressure to force a very 
small quantity of current across the gap. In 
other words the current must be of such high 
pressure that it will jump across a space be¬ 
tween two points, forming a spark as it 
passes. See “gap” fig. 1, chart 104. Also 
pages 542 and 699. 

The current produced by a battery and 
low tension coil as used for the “make and 
break’’ system, would not have enough pres¬ 
sure to jump across this gap, therefore must 
be intensified (or pressure increased) still 
more. 

Where simple low tension coils are used 
for the make and break system, as explained 
in chart 102, fig. 6; coils of another kind, 
called high tension induction coils are used 
to intensify the current sufficiently to force 
it to jump across the open space. There¬ 
fore it is called the “jump spark’’ or “high 
tension’’ (meaning high pressure). 

High Tension Coil. 

through the primary winding from some 
source of electric supply is suddenly stopped 
and then started again, another current of 
great pressure flows in the secondary wind¬ 
ing—although the two windings are not con¬ 
nected—this is called “induction,” or tem¬ 
porarily “induced” current. 

This “induced” current in the secondary 
winding is also called the “secondary cur¬ 
rent,” and flows in waves, there being a 
wave of current whenever the primary or 
battery current is stopped and started again 
by a contact breaker of some sort. 


♦The position of the spark plug in the cylinder can be placed as follows; over center of piston, 
over exhaust valve, or over inlet valve. The first position is not the best, as it is found that it too 
easily becomes fouled. If screwed above the exhaust it will likely miss fire; this is caused on ac¬ 
count of the dead gases surrounding it. The correct position is over the inlet valves, as it will be kept 
cool by the inrush of fresh gas, and it is in an atmosphere perfectly suited for explosion, directly the 
■park appears, as it is the more perfectly scavenged part of cylinder, i, e., in the direct path of the fresh 
gas. The plug is usually placed over the inlet valve on “T” or “L” head cylinders. In the overhead 
valve type, the plug is placed in the top center or in the side of cylinder. They are exposed to the full 
heat of the explosion when over head directly in center of bore, consequently in a high compression en¬ 
gine of this type, a well made plug must be used. 

Many of the overhead valve engines, have the plugs in the side of the combustion chamber. See in¬ 
dex “Overhead Valves,” “Compression,” “Spark Plugs” for additional information. 

**Also called “induction coil,” “transformer coil,” “secondary coil.” 


220 


DYKE’S INSTRUCTION NUMBER SEVENTEEN. 



Fig. 1—Another view of a jump spark coil, also called an induction coil, high tension coil or 
secondary coil. The illustration explains how the primary and secondary winding is wrapped over 
the core and how the magnetic vibrator interrupts the flow of electricity from battery through the 
primary wire circuit, and how the spark ju-mps the “gap” of the spark plug. When switch (or timer) is 
closed, the current flows from battery through this primary wire wrapped around the core or bundle 
of iron wires (A), (trace with pencil). The bundle of iron wires become magnetized when the primary 
electric current flows around it. This magnetism causes the vibrator blade (0) to be drawn away 
from its connection with screw (F) at platinum points (P). 

The moment this vibrator is drawn away from screw (F) the circuit is broken and the bundle 
of wires (A) loses its magnetism, therefore the vibrator (0) is again drawn back to screw (F) by 
spring (S), but the moment the contact is again made—(A) again becomes magnetized and draws 
the vibrator (C). This is repeated so fast the vibrator (0) simply buzzes. The greater the buzz, 
the greater the spark or voltage and more current consumed. 

When this vibration takes place the current is “induced” in the secondary winding (wrapped 
over the primary winding) by “induction” and this induced current is intensified, that is, the pres¬ 
sure is raised to such a high voltage it will jump the gap as shown, or if one end of this secondary 
winding (SW) is connected to a spark plug and other end grounded, then it will jump the spark plug gap. 

A timer is used instead of a switch but its purpose is the same, see page 222. 

A condenser is connected or “shunted” around the points (P) for purpose explained on pages 
228 and 229. 



ATTACH CD TO SPREE L£V£R 


TO COLL 

PRIMARY CIRCUIT 


primary 

CIRCUIT 


CORE. VIBRATOR ADJUSTING 

CKClN 


TlAT 
SPRING 


ADJUST INC 
SCREW 


CAIYI 



WEIGHT 


Pig. 2—A Mechanical Vibrator. 

, (Seldom used.) 

The purpose of this device is to open and close 
the primary electric circuit in rapid succession 
mechanically, instead of the magnetic vibrator. 

When this type of vibrator is used the vibrator 
on eoil is not necessary as shown in figs. 3 and 1. 

The case is made of fibre or metal, but the 
spring and screw are insulated from each other. 

The above timer is used principally on single 
cylinder motorcycle engines. 


Fig. 3—A Magnetic Type of Vibrator. 

(Same as on coil in fig. 1.) 

This illustration shows a vibrator placed on 
the coil, and operated electrically. 

There must now be a “commutator” or timer 
to close and open the circuit at the proper time, 
in order to operate this vibrator electrically. If 
engine is a four cylinder engine, a commutator 
with four contacts, as shown on page 222 would 
be required. 


CHART NO. 105—Diagram explaining tlie double wound High Tension Coil and action of the 
Vibrator. The Mechanical Vibrator and the Electrical Vibrator (vibrators are sometimes 

called “tremblers .”) 




















































































IGNITION; HIGH TENSION COIL. 


221 


Elementary Principle of a Higli Tension Coil. 


Tlie reason for this separate current flow¬ 
ing in the ‘‘secondary” winding can only 
be understood after studying electrical en¬ 
gineering; however, we will endeavor to give 
the reader the elementary principle of 
“magnetism,” “lines of force” and “in¬ 
duced” current, also the relation of volts 
and amperes to cell connections, as fol¬ 
lows: 

In order to produce a spark in the cylin¬ 
der of engine sufficiently strong to ignite 
the compressed gas, it is necessary to have 
the ^current producing the spark under 
great pressure. The pressure or voltage of 
a storage battery or a number of dry cells 
is not enough, so it remains to make this 
pressure greater so that it may be used with 
good results. 

Eaising the voltage of the battery cur¬ 
rent is accomplished by means of an induc¬ 
tion coil (high tension coil) called a spark 
coil. In order to fully understand the in¬ 
duction coil, a few elementary steps must 
be learned first. 

An ordinary horseshoe magnet, is known 
to attract iron and steel. The magnet will 
have a holding effect on the iron or steel 
even if the magnet is separated from the 
iron by a piece of paper or glass. The mag¬ 
net attracts the iron because of some mys¬ 
terious, unseen force that is called mag 
netism. We cannot see the magnetism, nor 
can we feel it, but we can see and feel the 
effects of it. If a number of iron filings 
are attracted by a magnet, it will be noticed 
that the filings arrange themselves in rows 
from one pole of the magnet, to the other.t 
It is supposed that the filings arrange them¬ 
selves in lines because the magnetism goes 
from pole to pole, or end to end, in lines. 
We cannot see these lines, but their peculiar 
characteristics has resulted in their being 
called “lines of force.” 

In other words, that unseen, mysterious 
force which we call magnetism is expressed 
in “lines of force.” All the lines of force 
between the two poles of the magnet com¬ 
prise a “magnetic field.” 

Now, the magnetism or “magnetic lines 
of force” manifest themselves not only 
around a magnet, but around any current 
carrying wire. This can very easily be 
proven, In fig. 1, a battery is being ex¬ 
hausted through a conductor. If a compass 
is held near the wire shown, the needle 
of the compass will suddenly take a turn 
and then remain still. The current passing 
through the wire causes magnetism to exist 
around the wire for a certain distance, and 
this magnetism, acting upon the steel needle 
of the compass, causes it to turn. 

If this simple experiment is tried it will 
be found that the compass needle will turn 
**in the direction of the flow of “lines of 
force” around the conductor. The cur¬ 
rent in the wire flows from the carbon or 


positive side and in the direction shown by 
the arrow. It should be borne in mind, then, 
that around every conductor of electricity 
there are lines of “magnetic force” or, as 
we shall call it, a “magnetic field.” 


The magnetism from the magnet is called 
“natural magnetism.” But magnetism may 
be produced in another way by the use of 
what is called an “electromagnet.” The 
apparatus is shown in fig. 2. An iron bar 
has packed around it some paper or other 
insulating material. A coil of copper wire 
is slipped over the iron, which is called the 
core. The two ends of the coil or wire are 
attached to a number of dry cells, con¬ 
nected in series. 
If a piece 
of metal such 
as steel is 
placed near 
the end of the 
core it will be 
attracted b y 
the core. If 
the wires from 
the battery ara 
removed thi 
pieces of iron 
or steel at the 
end of the core, 
are no longer 
attracted. 

In other 
words, as soon 
as a current is 
passed through 
the copper coil, 
the iron core 
is magnetized, 
but as soon 
as the current 
stops flowing 
the magnetism 
stops. We do 
not know why 
the core be¬ 
comes a mag¬ 
net, except it 
be by the 
presence of a 
magnetic field 
around the cop- 



pierces any 
thing. This is 


Fig. 1. Not© there is mag- per coil. This 
netism even in a copper wire, ma <rnetic field 
if connected to a source of 
electric supply. 

Fig. 2. A primary single 
winding of copper wire (us- here evident b«- 
ually of larger size than the cauge t b 0 core 

is insulated by 
paper. It could 
just as well 
have been 
wood or glass 
or stone. 

It has just 
been shown that the current flowing 
through a coil of ware affects an iron 
bar within it so as to make the bar be- 


second winding), around a 
soft bar of iron will cause 
bar to become magnetized. 
Fig. 3. If another winding 
(smaller wire), is wrapped 
around the primary, a high 
tension current of electricity 
will be “induced” into the 
second winding. 


♦Note—“Current” means electricity or the flow of electricity. 

♦♦Through an error, compass needle in fig. 1, is shown parallel to current flow, instead of lines of 
force. Needle should point towards you. tSee page 267. 





























































222 


DYKE’S INSTRUCTION NUMBER SEVENTEEN. 




METAL BA5E- 

FIBRE.-NONCONDUCTINO. 

MATERIAL 

ON TACT FPOLLR HU© 
EMOOP CAM SHAFT 


Fig. 1—Simple form of 
brush type of commutator. 


Fig. 1 —The revolving part is fibre (insulation). The black part is 
a metal strip or segment grounded to cam shaft. The blade or 
brush is insulated from the base. This brush connects with 
primary winding of coil, thence to battery and one end of battery is 
grounded. When the segment touches the brush, the contact is 
completed and causes the vibrator to vibrate. 

Fig. 2 —The principle is the same as in Fig. 1, except a roller 
makes the contact with segments# Each segment is connected with 
the primary winding of coil. There are as many segments and coils 
as there are cylinders. 

Fig. 3—This type of timer is used in connection with a coil with¬ 
out of vibrator. It makes a single hot spark as explained 

There are as many cams as there are cylinders. On 
the above, there are four cams. Therefore, it is suitable for a 
four cylinder engine. The above timer is the Delco. 


1 -2. -3-^ 

BINDING POST OP- 
'ONTACT SEGMENT 

ME-TAL. ROLLER. 
SPRING 

Fig. 2—Roller type of 
contact commutator (four 
cylinder type as an exam¬ 
ple). 



Fig. 3—The 
type of timer. 


modern 


// s? 



Fig. 6—Note the manual (hand) method of “advancing” and “retarding” the commutator. (Four 
cylinder engine as example.) If the roller is revolving to the right, by shifting the commutator housing 
to the left, contact woul^l be made earlier—this would be called “ advancing” the spark. If shifted to 
the right, would be made later—called “retarding.” 

When using a vibrator coil (which is the case here), the time of spark is set earlier than when using 
the single spark system—because plenty of‘time must be given the spark to ignite the gas so it will ignite 
or combust on top of the stroke instead of after the top. Note connections to commutator for firing order 
Of 1, 3, 4, 2.) 


CHART NO.* 106—The Commutator, Timer and Purpose of each. Commutator Control. 

M>ove timer, fig. 3, is open-circuit type. The closed-circuit type per pages 242 and 378 is now in general um. 
























































































IGNITION; HIGH TENSION COIL. 


223 


come a magnet. It will also affect an¬ 
other wire placed alongside of the wire 
carrying the current. These same lines of 
force which will make a magnet out of a 
piece of soft iron will set up another cur¬ 
rent of electricity in another wire close to 
it, but which has no electrical connection 
with it. 

That is, if we would take a coil of wire 
and attach the end of the coil to a battery 
and then wind another coil around this first 
one and insulate it from the first, we would 
find that every time the current in the first 
coil, that is, the one connected with the bat¬ 
tery and which is called the primary coil 
is interrupted, or commences to flow or stops 
flowing, there is a current set up or “in¬ 
duced” in the other coil, which is called the 
“secondary” winding. 

As long as the current in the first coil 
continues without change or interruption, it 
does not set up an “induced” current in 
the secondary coil, fig. 3. 

The current is “induced” in the second¬ 
ary coil only when the flow of current in 
the primary coil changes, usually , by open¬ 
ing or closing the circuit. The- effect of the 
primary coil upon the secondary has been 
found to be increased if we put a bar of 
soft iron inside the two coils (which is 


done in fig. 3). The construction is just 
the same as if we took the electro-magnet 
referred to in Fig. 2 and wound the second¬ 
ary coil outside of the primary coil. 

The secondary current acts in the same 
manner as the primary current; that is, it 
flows through wires and can be made to do 
work, and it can be grounded; the current 
leaving the secondary winding at one term¬ 
inal and returning to the other. The dif¬ 
ference is that it has exceedingly high pres¬ 
sure (voltage), and little volume (amper- 
age), and flows in a reverse direction, while 
the primary current has low pressure and 
great volume, but in both cases the total 
currents are equal. 

Therefore we have learned the first prin¬ 
ciples of a high tension coil; how the iron 
core is wound with a “primary” wire, and 
over the primary winding another winding 
called the “secondary,” is wound. 

When the circuit of the primary coil, which 
is connected with a source of electric supply 
of some sort, is closed and opened suddenly, 
the current is “induced” in the second 
winding, and at the same time it is “in¬ 
tensified,” meaning, the voltage is raised 
so high it will jump a gap as shown in 
figure 3. The method for making and break¬ 
ing this contact at the right time, will now 
be treated. 


The Vibrator—its purpose. 

As the secondary current only flows when the primary current begins to flow, and is 
suddenly interrupted, there must be an arrangement that completes the primary circuit, 
so that the battery current stops flowing or is interrupted from flowing. 

This arrangement is called a “vibrator,” and it may operate in two different ways; 
“electrically or magnetically,” and “mechanically.” 


The Mechanical Vibrator. 

The “mechanical vibrator,” is shown in chart 105, fig. 2. When this type of vibrator 
is used, the vibrator on the coil is not required, as the vibration of the flat spring against 
the adjusting screw causes the contact to be suddenly opened and closed, by the cam, 
during which time the flat spring vibrates mechanically, causing an induced current to 
flow in the secondary winding of the coil. 

It consists, of a flat spring with a small weight on one end, and the other 
end is attached to a post. The weight rests on the iron rim of a small cam 
with a notch in it, so that when it turns the weight drops into the notch. One wire 
from the primary circuit is attached to the flat spring and the other wire of the 
primary to an “adjusting screw.” 

When the weight called the bob, is in the notch of the cam, the float spring 
makes contact with the “adjusting screw,” and the current flows, but the cam in 
continuing to turn moves the weight out of the notch, which separates the flat spring 
from the screw, and breaks the circuit. 

Because of the springiness of the flat spring, it vibrates when the weight drops 
into the notch, making and breaking the current. By making and breaking the con¬ 
tact in this way, the primary current flows through the primary winding in waves, flowing 
and stopping each time that the vibrator makes and breaks the circuit, which produces 
a corresponding current in the secondary winding, called an “induced” current, as 
previously explained. 

The interruption method fig. 2, chart 105, was used extensively on single cylin¬ 
der motorcycle engines and a modification of this principle is used on the modern 
ignition systems, as the Delco and Atwater-Kent systems, but instead of the flat 
spring, a different method is employed as shown in fig. 3 chart 106, which gives but a 
single spark. The principle of “mechanically” closing and opening the circuit, how¬ 
ever, is similar. (See also pages 247 to 252 and 378.) 


224 


DYKE’S INSTRUCTION NUMBER SEVENTEEN. 



Fig. 1.—One Cylinder Engine with a Vibrator Type of Jump Spark Coil and Two Sets of Dry 
Batterios for Ignition. Only one set of batteries in use at the time. Commutator revolves one-half 
the speed of crank shaft. 

PRIMARY TO Time /?— 



_ __ 

..-.-Zioo ***'* 1 T 

- p -0"* eY * 

Fig. 2.—Two Cylinder Vertical Engine (ISO degree crank shaft) with a Vibrator Type of Jnmp 
Spark Coil and Two Sets of Dry Cells for Ignition. Note position of segments on commutator. Ooffitnu* 
tator revolves one-half the speed of crank shaft. (This type of engine is seldom used.) 






Fig, 3.—A Two Cylinder Opposed Type of Engine 
with a Two Cylinder Jump Spark Coil and a Set of 
Dry Cells and a Storage Battery, either of which 
may be used. The two contacts on commutator 
placed opposite. Revolves % speed of crank shaft. 


Fig. 4.—A Single Cylinder Vibrator 
Type of Jump Spark Coil. This type 
is usually called a “Box Coil.” Quite 
frequently a single cylinder box coil 
has but one secondary connection on 
top. In this case the secondary con¬ 
nection shown at front of the coil is 
connected inside of the coil to the pri¬ 
mary wire which connects to binding 
post P. 


CHART NO. 107 —Wiring Connections of the High Tension Vibrator Coil System of Ignition. 

(Magnetos not -shown here). 































































































































































IGNITION; HIGH TENSION COIL. 


225 


The Magnetic Vibrator. 

The magnetic vibrator depends on the magnetism produced in the core of the 
coil when the primary current passes. (See figs. 1 and 3, chart 105.) A flat spring, 
called the vibrator spring or blade, is so placed that one end of it is opposite the end 
of the core, the other end being firmly supported. Touching the vibrator spring near it« 
free end is the point of contact with the “adjusting screw.” 

Connections: One terminal of the battery (fig. 1, chart 104), is attached to the 
adjusting screw; the vibrator spring is connected to one of the primary winding of the 
coil; the other end of the primary winding is connected to the commutator, which we 
will call a revolving switch. When the “commutator” switches the current through 
the primary winding the “core” becomes a magnet and attracts the free end of the 
vibrator spring, drawing it away from the adjusting screw. As soon as the attraction 
draws the vibrator spring out of contact with the adjusting screw, the circuit is 
broken; the current stops flowing ifri the primary coil, the core ceases to be a magnet, 
and the vibrator spring being no longer attracted by the magnetism, it springs back 
and again makes contact with the adjusting screw. This again closes the circuit, the 
vibrator spring is again attracted by the magnetism—thus the circuit through ths 
vibrator spring and adjusting screw is broken and made again as long as the commutator 
keeps the primary circuit closed through its contacts. 

The strength of the secondary current, and consequently the strength of the 
■park, depends on the correct adjustment of the vibrator spring by the adjusting screw 
As the construction of a coil is very delicate, it is not expected of the driver that he be a 
coil expert, but he should know how to adjust the vibrator properly. 


Succession and Single Spark.* 

The high tension coil using a magnetic vibrator in connection with a commutator 
(% 1, chart 104); causes a “succession” of sparks instead of a “single” spark. 
The disadvantage of this type of coil is the possibility of the vibrator platinum points 
sticking, consequently a missing of explosions. Another disadvantage is that it 
makes several weak sparks, the hottest one igniting the charge. This causes slow ignition. 
A good “single” hot spark has proven the most effective, as used on the Deleo and 
Atwater-Kent systems, employing a mechanical type of vibrator; (fig. 3, chart 106 and 
page 247). 


The Commutator. 

Because the secondary current is only needed when it is time for the 
spark to pass and ignite mixture, the primary current is switched into 
the primary winding only once during two revolutions, (on a single cylinder 
engine), and the switching is done by a “commutator” or “timer.” 

Before proceeding further we will make a distinction between a commu¬ 
tator and a timer. Heretofore the word “timer” and “commutator” have 
been used to apply to the same device. Suppose we call the device which 
makes the contact by a brush or roller contact, as per figs. 1 , 2 and 6, chart 
106, a commutator. This device is always used in connection with a mag¬ 
netic vibrator type of coil. 


The Timer. 

The timer, we will class as a mechanical method of causing the contact 
to be closed and opened, as per fig. 3, chart 106. This device makes a single 
spark and is generally used in connection with a coil without a vibrator. 

There are two principles of the timer; one, where it is used to open the 
circuit which is otherwise always closed. This operates on what is termed the 
closed circuit principle. The opening of the closed circuit interrupts the flow 
therefore it is termed “an interrupter” or “contact breaker,” (see page 243). 

The other, when it is used to close the circuit which is otherwise always open. 
This operates on what is termed the open circuit principle: (treated further 

on). 


< 


♦See page 250. 


226 


DYKE’S INSTRUCTION NUMBER SEVENTEEN. 


il/BPATON 
ADJ. SCREW 


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Circuit of a Four Cylinder Vibrator Coil Ignition System Using a Commutator and Two 

Sets of Batteries. 


This illustration explains the primary wir¬ 
ing connection from the battery, through one 
of the coils and connections to the other 
three coils and to the commutator, back to 
battery. Also the secondary circuit from 
coil to spark plugs back to coil. 


again; this, of course, is quick and rapid. 
This vibration is kept up as long as the con¬ 
tact is made on the timer, which, of course, is 
only for a moment, but during that time the 
vibrator makes several vibrations or ‘ 1 buzzes ’ ’ 
as explained on page 220. 


Primary Circuit: Place your pencil on the 
drawing at the (P + ) positive pole of No. 1 
battery and follow out the circuit. 

We will begin with the positive pole con¬ 
nection of No. 1 battery; there are two sets 
of batteries, but only one set used at the time. 
If one runs down, the other one is thrown into 
service by switch on the coil. The switch is 
now on No. 1 contact and the circuit is from 
No. 1 battery to switch, through switch lever 
to bus-bar on front of the coil, which connects 
to the contact screw “V” of coil, thence 
through the platinum points, through the 
magnetic vibrator spring, to the primary 
winding which is wrapped around a core or 
bundle of soft iron wires. 

The other end of this primary wire of coil 
connects with the segment on the commuta¬ 
tor; the current is closed here at the proper 
time. The commutator roller contact revolves 
as explained previously. When this contact 
is completed the primary circuit is closed on 
one of the four coils, (it is now closed on No. 
1 coil). When this circuit is closed, the 
bundle of iron wires (core) becomes magnetic 
and draws the vibrator down, but the moment 
the vibrator is drawn away from the contact 
with the vibrator screw, the circuit is broken 
and the vibrator springs back and makes con¬ 
tact again, but is immediately drawn down 


Secondary circuit: When these vibrations 
occur, the current is “ induced* ’ into the 
secondary winding of fine insulated wire 
wrapped around the primary winding of coil, 
called a ‘ ‘ secondary winding. ’ ’ (How and 
why this current is induced into the secondary 
winding without any metallic connection was 
treated on page 221.) 

This secondary winding, of course, has 
two ends; one end goes to a spark plug and 
the other end connects to one side of the 
primary wire, which grounds it through the 
commutator roller to engine, when roller 
makes contact, thence the circuit is to metal 
shell of spark plug in engine, across the 
spark plug gap, to the insulated part of 
spark plug, back to coil—see also page 218. 
A seperate coil unit is provided for each 
cylinder. 


The duty of the commutator is to make 

contact at a certain time in order that the 
right coil will operate and supply an electric 
spark to the right cylinder at the right time. 


When one wire on any wiring diagram passes 
over another wire without making contact, a half 

circle is made, as shown above. 


CHART NO. 108— Explanation of how a Four Cylinder Engine is Operated by Four Vibrator Coil 
Units, Commutator and two Sets of Batteries. Note the firing order is 1, 3, 4, 2. This 
change is made on the commutator. 

See page 35G for electrical signs or symbols—of wires crossing, etc. 


































































































IGNITION; HIGH TENSION COIL. 


227 


tA commutator might be termed a revolv¬ 
ing switch which brings two pieces of metal, 
connected in the primary circuit in contact 
with each other as it revolves. One part of 
the commutator is stationary and the other 
movable, being attached to the half-time 
shaft (cam shaft). The usual location for 
a commutator on an engine, is on the end 
of the cam shaft, as shown in chart 106, 
fig. 6. (Also see Ford supplement.) 

Construction: Commutators are made in 
various forms, some of which are shown in 
chart 106. (It is now seldom used.) The 
simplest, being one shown in fig. 1, con¬ 
sists of a small disk of hard rubber, wood 
fibre, or other insulator, in which is set a 
piece of metal that makes contact with the 
shaft to which the disk is attached. A flat 
metal spring, called a brush or blade rests 
on the circumference of the disk, and as it 
turns the metal plate is brought in contact 
with the spring. 

One wire from the primary circuit is con¬ 
nected to the brush; the shaft being of metal, and 
resting in metal bearings, is in contact with the 
metal of the engine and consequently the electric 
current may pass from it to the' primary wire 
that is grounded on the engine. Thus when the 
wheel has turned so that the piece of metal called 
a contact, makes connection with the brush (the 
brush or blade being insulated from the base), 
the current passes from the brush to the contact, 
to the shaft, and then through the metal of the 
engine back to the battery. As the wheel in con¬ 
tinuing to turn moves the contact away from the 
brush, the circuit is broken and the current 
stops. 

Each time that the contact touches the brush 
or blade, the battery current passes through the 
primary winding of the coil, making the vibrator 
operate and causing the secondary current to 
form its spark in the cylinder. 

Commutator segments: The metal contacts 
in the fibre housing (fig. 2), to which wires 
from coils are connected, are called “ seg¬ 
ments.” There are as many segments as 
there are cylinders. These segments are 
placed certain distances apart according to 
the number of cylinders, for instance; a 
“two cylinder” commutator would have 
two contacts; if it is of the opposed cylin¬ 
der type. The two contacts would be placed 
180 degrees apart. If a “single cylinder” 
engine, only one spark is necessary during 
two revolutions of the crank shaft, therefore 
the contact roller would revolve one-half the 
speed of the crankshaft and there would 
need be but one contact segment. 

If a “four cylindei ’ engine, there would be 
four contacts; placed 90 degrees apart. Because 


the contact roller revolves one-half the speed of 
the crank shaft, there would be four sparks during 
two revolutions of the crank. If a “three cylin¬ 
der” engine, the contacts would be 120 degrees 
apart. The roller contact also revolves one-half 
the speed of crankshaft in this instance. If a 
“six cylinder” engine the contacts would be 60 
degrees apart, as six impulses or contacts are 
necessary during two revolutions of the crank 
shaft, therefore the roller contact would revolve 
one-half the speed of the crank shaft also. On an 
“eight,” the contacts would be 45 degrees apart. 

How the Commutator or Timer, 

Helps Control the Speed. 

The commutator *is connected to the 
spark lever on the steering wheel. (See 
fig. 6, chart 106.) When the spark lever is 
pushed forward the commutator is shifted 
forward so that the metal roller makes con¬ 
tact earlier with the contact segment—this 
is called “advancing” the spark. 

If the commutator is shifted back instead 
of forward, the contact is made later—this 
is called “retarding” the spark. 

There are two methods for advancing 
and retarding the spark; (1) by hand, called 
“manual” method, per fig. 6, chart 106; 
(2) by a governor arrangement, as per chart 
117, which is automatic. Both are ex¬ 
plained under the “ignition timing” in¬ 
struction. 

The setting for the time of spark to occur, 
is done by placing the contact at a certain 
position, as explained under “ignition tim- 
ing.” 

The gas throttle lever is the lever used to 
run on and is the lever used to increase or 
decrease the speed of an engine. This is 
done by opening and closing the throttle, 
as explained under the subject of carbure¬ 
tors (see pages 67 and 68.) 

It is well to run with the spark lever as 
well forward, or advanced as possible, as it 
will tend to keep the speed of the engine 
up and consume less gasoline and create less 
heat. If the spark lever is too far ad¬ 
vanced then the engine will pound or knock 
because the igniton will take place before 
the piston is over the center. A retarded 
spark produces heat—see page 319. 

The amount of advancing and retarding 
of the spark by hand, must be learned by 
actual practice in order to get the best re¬ 
sults. 


**The Coil 

We have explained the essential principles 
of coil ignition; how the current is passed 
through the primary winding from a bat¬ 
tery or dynamo; how the contact is made 


Condenser. 

on the commutator and timer; how the flow 
of current is broken suddenly by means of 
a vibrator or timer and how the intensified 
spark is utilized for ignition. 

—continued on page 229. 


•f-Note_A commutator is really the segments on a dynamo connected with the armature coils, and on 

which brushes rest. It really should never have been applied to the ignition, but is so well known aa 
an early form of contact, hence we will use it as explained. The Ford uses what is termed a commu¬ 
tator. See page 225 for difference between a commutator and a timer. 

*The advancing of the spark and relation of the speed of engine to the spark is treated under 
“ignition timing” also. **See pages 228 and 245 for coll condenser and page 273, magneto condenser. 


r-ITtfinAfiv 



A condenser is connected with the primary circuit of all high tension coils with or without vibra 
tors, also in connection with primary winding on high tension magnetos. 


The purpose of the condenser is to intensify the spark at the points of the spark plug and also to pre¬ 
vent excessive sparking at the end of the platinum contact points (C) on the vibrator. If sparking at the 
vibrator is permitted to continue the point of the latter will wear and become pitted and will stick together. 

A condenser is usually placed in the bottom part of the coil box and consists of a number of conduc¬ 
tors, which in this case are leaves of tinfoil, separated by paper, covered with paraffine. Paraffine paper 
is usually employed, but mica or some other insulating material may be used. 


The alternate layers of tinfoil are connected together and the remaining layers connected together as 
shown at (D). (see also page 229). The two terminals of the condenser are connected or “bridged” across 
the points (0) in the circuit as shown. 

The function of the condenser is to act as a buffer to the current at the moment that the circuit at 
contact points (O) are broken. Its first duty, undoubtedly is to absorb the spark at the contact points. 

Not only does the condenser absorb the spark from the contact points (C), but it reverses the direc¬ 
tion of the current in the primary wire (P) and changes the poles of the magnet or core. For instance, 

end of core which was north pole of mag¬ 
net suddenly becomes south and vice versa, 
versa. 

The reason for it is this: We have 
seen that any change taking place in an 
electrical conductor induces electric cur¬ 
rents in neighboring conductors, according 
to the intensity of the change. Now, the 
sudden change which is caused to take 
place in half the tinfoil of the condenser, 
when the current is broken by the vibra¬ 
tor blade (V), causes powerful currents 
to be induced in the other half of the 
sheets of tinfoil which are connected to 
the adjustable screw (R) and therefore 
to the primary winding; and as these 
induced currents flow in the opposite di¬ 
rection to the currents causing them they 
send a current through the primary in the 
opposite direction to the current that wai 
flowing before the vibrator blade broke 
contact. Thus the current in the primary 
is not merely stopped but actually re¬ 
versed. The effect being greatly to in¬ 
tensify the high tension current in the 
thin, secondary wire and therefore to pro¬ 
duce a more powerful spark at spark plug 
(G). See page 273, magneto condenser. 



CHART NO. 109—Diagram of Connections of theSplitdorf 1, 2, 3 and 4 Cylinder Vibrator Type of 
Coils. The coils are contained in a coil box and can be removed. Each coil is called a “Coil 
Unit.” A Condenser; principle and connections, see page 803 for a “coil-box” and “unit.” 
















































































































































































































IGNITION; HIGH TENSION COIL. 


229 


And now we come to the condenser which 
is usually built in the lower part of the 
coil where it is securely enclosed. Its func¬ 
tions are as follows: 

We have seen that the intensity of the 
secondary current or spark depends upon 
the suddenness with w T hich we can break the 
primary current and destroy the magnetic 
lines of force. 

One might therefore imagine that the 
mere act of mechanically dividing the cir¬ 
cuit would suffice, but it is not so, for this 
reason:—The effect of separating the con¬ 
tact points is mainly to induce a high-ten¬ 
sion current in the secondary coil, but un¬ 
fortunately this induction law does not con¬ 
fine its attentions entirely to the secondary 
winding, but proceeds to induce a high-ten¬ 
sion “follow-on ’’ current in the primary 
coil itself, thus defeating our efforts to get 
a sudden cessation of current here. 

Not only so, but this current, having a 
high potential (i. e., is capable of jump¬ 
ing across air gaps), promptly makes a tem¬ 
porary arc between the points which have 
just separated. It therefore performs the 
double iniquity of (1) destroying the 
strength of the spark by preventing the 
primary current from stopping instantane¬ 
ously and (2) of burning up the platinum 
points by the hot electric arc which is 
formed at the break. 


We must therefore take steps to stop this 
and have accordingly, recoursed to the con- 



Pig »-Conklfurtmn o' iondrn%el 


denser.** 

This is composed of 
a large number of 
small sheets of tin 
foil, insulated from 
each other by sheets 
of mica (or in the 
case of a coil by par¬ 
affin paper) and tight¬ 
ly pressed together. 

All the even numbers 
are connected up to 
form one pole, and all 
the odd numbers to 
form the other pole. 


The condenser is “bridged’* across the 
contact points C, fig. 5, page 228, or contact 
points of a magneto (page 274), in such a 
way that when the points separate, the con¬ 
denser bridges the gap and acts precisely as 
a spring buffer. The high-tension “follow- 
on ’ * is, so to speak, forced into the condenser, 
which on becoming charged instantly forces 
it out again by a species of electrical rebound 
npt only checking the current but momen¬ 
tarily reversing its direction, which is of 
course even more effective. 


The intensity of the secondary or firing 
spark is thus increased ten-fold and the 
primary spark at the contact points reduced 
almost to invisibility, (see also page 273.) 


High Tension 

The manner in which the parts of the 
high tension ignition circuit are connected 
together is shown on page 218, fig. 1. From 
the battery is led a ground wire, attached 
to any convenient part of the engine. 

When the commutator connection on en¬ 
gine makes contact, the current flows from 
the battery (if a battery is used), from 
the positive ( + ) pole through the vibrator 
and the primary winding of the coil, through 
the contact segment of the cominutuator, 
through the roller, and by the metal of the 
engine and the ground wire back to the bat¬ 
tery at negative pole (N—). 

As soon as the primary current causes the 
vibrator of the coil to operate, the “second¬ 
ary” or “induced” current is formed, and 
goes to the spark plug, where it jumps the 


Coil Circuit. 

“gap” between the points, at “X” and re¬ 
turns to the coil through the metal of the 
engine and the secondary wire. We ex¬ 
plained on page 221 how the current is “in¬ 
duced” from the primary winding to the 
secondary winding. 

The usual trouble in the operation of the 
jump spark system is the fouling of the 
spark plug by carbon from a mixture that 
is too rich in gasoline, or by the burning of 
lubricating oil. This carbon deposit short 
circuits the points; that is, it is easier for 
the current to go from one point to the 
other by running over the carbon, which is 
a conductor, than by jumping across the 
gap on the plug. The result; engine misses 
explosion (see charts 112 and 113). 


High Tension Coil—Wiring. 


The following are examples of the high 
tension vibrator coil system of ignition, 
using a commutator. !The coil box is usual¬ 
ly placed on the dash, but wherever its lo¬ 
cation may be, it should be carefully pro¬ 
tected from moisture. The coil box contains 
as many coils as there are cylinders. Each 
coil is called a “unit.” 

Fig. 1, chart 107, page 2 24. Connecting a 
one cylinder engine with a high tension coil 


system; when the engine of an automobile 
has but one cylinder, it is usually placed in 
a horizontal position under the body of the 
car. The location of the battery, coil box 
or other parts of the ignition system de¬ 
pends on the design of the car. 

*The switch is usually placed on the 
coil box. One wire from each set of bat 
teries, usually from their positive poles, 
is connected to one of the switch terminals, 


*In this illustration the positive ( •+-) side is grounded, and the negative (—) side is connected to 
switch. However, it makes no material difference. In fact it is a good idea to occasionally change 
the flow of current, to prevent the platinun points of the coil “pitting” as explained under description 
of the Atwater-Ivent Depolarizer Switch, chart 117, fig. 5. 

tSee page 803 for illustration of a “Coil-box” and “Coil-unit.” **Seo page 228 fig. 5. and fig. 1, 
this page. 















230 


1 



Fig. 1—A master vibrator coil on a four cylinder engine a3 an example. SW —secondary winding. 
P\V— primary winding. P —primary wire. VB—vibrator. VS — vibrator screw. C— coils. BB—buss 
bar, connecting all primary windings at one end. SG—secondary ground wire. Fig. 2m shows how the 
vibrator on the coils Cl, C2, C3 and Cl are short circuited. 

The purpose of the master vibrator coil is to do the vibrating for the other coils. 

For instance; quite often multiple cylinder coils with several vibrators cause consider¬ 
able trouble from the “ sticking’* or welding together of the platinum points, causing missing. 
Where a multiple unit coil is used, a great deal of care must be excercised to keep in 

proper adjustment. 

Ey placing a single wound master vibrator coil in series with the primary circuit, and 
by short circuiting all of the vibrators on the coils, the one master vibrator will do the work 
for the others. 

It will be noted however, the ether coils are used for making the spark otherwise. Also 
note there is but one winding on the master vibrator coil; its purpose merely being that of 
vibrating. 

On the above diagram, note the firing order is 1, 3, 4, 2. No. 1 cylinder is now firing, as 

coil (Cl) and contact on commutator (1) is in operation. The next cylinder to fire will be No. 

3 Trace diagram with pencil. 

Note all of the secondary wires are “grounded” on one end. This is usually done in the 

coil box, all connections being made to a binding post. ' A ground wire is then run to the 

frame of engine from the binding post. 



Fig. 1A—A high tension distributor or synchronous system of ignition. P—primary winding. S— 
■econdary. Note one end grounds to engine; usually grounded on the coil. VS—vibrator screw. 

Fig. 2—Note distributor and commutator are together. The wiring diagram Bhows the two separated 
merelv tn pxplain the action. 

A distributor system uses but one vibrator coil. Thus doing away with a great deal of 
complicated wiring. Instead of a commutator being placed on the end of cam shaft, a com- r 
bination of a commutator and distributor a^s shown in Fig. 2, is placed there. When one 
makes contact, the other does also (this is called synchronously, or meaning at the same 
time). 

The purpose of the distributor is to distribute the secondary current to each spark plug 
at the right time. Note No. 1 is now on contact on commutator, also on distributor. No. 3 
will fire next. (See text.) Note all the terminals are connected together on the commutator. 

CHART NO. 110—A Master Vibrator High Tension Coil Ignition System. .A High Tension Distri¬ 
butor or Synchronous System. (Note the master vibrator system would also be termed a syn¬ 
chronous system.) 

See page 264 for K. W. Master-vibrator. 


































































































































IGNITION; HIGH TENSION COIL. 


231 


so that swinging the switch blade from side 
to side throws one or the other into circuit. 
The negative terminals are grounded by be¬ 
ing connected to the metal of the engine, 
using one wire for both. 

The primary terminal of the coil box is 
connected to the binding post of the commu¬ 
tator; when the commutator in revolving 
makes contact, the current flows through 
the shaft to which the commutator is con¬ 
nected and through that and the metal of 
the engine to the ground wire and battery. 
Thus the only primary connection to be 
made are from the two sets of batteries to 
the switch; from the batteries to the 
ground; from the primary binding post to 
the commutator. The secondary terminal 
of the coil box is connected to the spark 
plug. 

Fig. 2, chart 107, page 224: Two cylinder 
engine with high tension vibrator coil, using 
two sets of dry cells: The coil box contains 
two coils, one for each cylinder and is us¬ 
ually located on the dash. The box contain¬ 
ing the batteries is usually under the seat. 

The connections from the batteries to the 
switch are the same no matter how many 
coils there may be; that is, each set is con¬ 
nected to a switch point, and one ground 
wire for both. 

The commutator has two binding posts, 
one for each contact point and one primary 
terminal is connected to one of the contacts, 
the other primary terminal being connected 
to the other contact. In the commutator 
shown in fig. 2, chart 107, the crank is 
supposed to be 18 0 degrees, which in chart 
52, fig. 3, was shown to produce two power 
strokes in one revolution, followed by a 
revolution without a power stroke. The 
contact points of the commutator are sep¬ 
arated by a distance that requires the crank 
shaft to make a half revolution or 180 de¬ 
grees, in order that the moving part may 
move from one contact to the other, or 90 
degrees, and then a revolution and a half 
to move it to the first contact point again. 
This, of course, is uneven firing. The plac¬ 
ing of the segments on commutator there¬ 
fore must be 90 degrees from first to the 
second segment, then 270 degrees to the 
next (commutator revolves one-half speed 
of engine crank). 

If the crank shaft of this vertical engine 
were 360 degrees, as in engine fig. 2, chart 
52; the contacts would be on opposite sides 
of the commutator like the commutator 
shown in fig. 2, chart 109, so that the crank 
shaft would make a full revolution to turn 
the moving part from one to the other, be¬ 
cause a crank shaft of this kind permits a 
power stroke every revolution. Because a 
horizontal two cylinder opposed engine per¬ 
mits a power stroke every revolution, this 


last described commutator is also used on 
it. (fig. 3, chart 107.) 

Fig. 1, page 22 6: Four cylinder engine 
with a high tension vibrator coil system, 
using two storage batteries: The more 
satisfactory system for a four cylinder high 
tension vibrator coil system of ignition (we 
will make exception of the magneto and 
Delco, Atwater-Kent and systems of this 
kind, which are treated later), is with a 
storage battery as shown in fig. 1. One 
battery is used for regular work, the other 
for a reserve. Or a set of dry cells could 
be used as a reserve. The wiring of a four 
cylinder vertical engine is the same in prin¬ 
ciple as that of engines with fewer cylin¬ 
ders, there only being an increase in the 
number of parts. 

It must be remembered that, for reasons 
given in chart 53, the order in which the 
explosions occur in the cylinders is not 
regular, 1, 2, 3, 4, but irregular, being 1, 3, 
4, 2 or 1, 2, 4, 3. While either of these 
may be used according to the action of 
the exhaust valve, the former, 1, 3, 4, 2, is 
in most general use as the engine is con¬ 
sidered to run with less vibration than with 
any other firing order; therefore, we will 
connect this commutator and coil for a fir¬ 
ing order of 1, 3, 4, 2. 

The wiring connection for this irregular 
firing, is made by changing the connections 
on the commutator, causing the spark to 
occur in the proper cylinder at the right 
time. 

Referring to fig. 1, chart 108, it will be 
seen that connections are made between 
the primary terminals of the coil box and 
the commutator, so that the current of No. 
1 coil leads to the contact on the commuta¬ 
tor which makes connection to cylinder No. 
1 , which is now at the end of the compres¬ 
sion stroke and ready to fire. 

As the commutator revolves, the next con¬ 
tact to be made is No. 3, on commutator 
which is the next cylinder to fire. Cylinder 
No. 4 fires third; therefore coil No. 4 is 
connected to the next commutator contact 
to be made. The next cylinder to fire is 
No. 2; therefore No. 2 will fire after No. 4. 

The connections between the secondary 
terminals of the coil box and the spark 
plugs are in regular order; coil No. 1 to 
spark plug No. 1, coil No. 2 to spark plug 
No. 2, and so on. 

It must be understood that the proper 
connections are made in the coil box by 
makers to permit the secondary current to 
return to the secondary winding over the 
commutator and ground wire. In fig. 1 this 
connection is made inside of coil where it 
says, “ primary and secondary connect 
here. * 1 


232 


DYKE’S INSTRUCTION NUMBER SEVENTEEN. 


The Master Vibrator Coil. 


With the “high tension” vibrator coil 
system, just described (chart 108, page 
226); as many coil units, each with vibra¬ 
tors, would be provided as the engine had 
cylinders. If a four cylinder engine; four 
vibrator coil units would be necessary. If 
a six cylinder engine; six vibrator coil 
units would be necessary. 

It will be noted that with this number of 
vibrators, one or more would be constantly 
sticking, unless a great deal of attention 
was given to them. 

Therefore, by using a master vibrator, 
only one vibrator coil is used, which is con¬ 
nected with the other coils as shown in fig. 
1 , chart 110. 

The master vibrator coil has but a single 
primary winding, and is connected in series, 
so the primary current must travel through 
it before reaching any of the coils. The 
usual commutator is employed. 

The master vibrator coil can be connected 


with a “multiple” of coils, by screwing 
down the vibrators on all coils and short 
circuiting them by connecting as shown in 
fig. 2M, page 230 and fig. 4, page 264. Note 
the coils are the regular double wound, high 
tension coils, as shown on pages 220 and 
226 . 

The advantage of such a system is that 
there is but one vibrator to keep in adjust 
ment, since this vibrator serves for all the 
cylinders; whereas, with one for each unit, 
all have to be kept in adjustment and the 
difficulty of keeping several adjustments is 
a considerable factor. 

The disadvantage is the great amount of 
■wiring necessary w’ith the multiple coil sys 
tern. Although the master vibrator is eas 
ily connected and requires very little wir¬ 
ing, the “distributor” system which will 
be explained next requires considerably less 
wiring. The master vibrator is an excel 
lent addition to be applied to a multiple 
system of ignition, already installed. 


*The “Distributor” or Synchronous System of Ignition. 


In the foregoing examples it will have 
been noted that the amount of wiring re¬ 
quired for engines having more than one cyl¬ 
inder becomes increasingly complicated. A 
system now generally used, known as the 
“distributor system,” very considerably 
simplifies the wiring, and at the same time 
more accurate timing of firing of the re¬ 
spective cylinder is obtained. (See fig. 1A, 
chart 110.) 

One tremble coil only, is necessary, this 
having the high-tension- terminal joined up 
to the “distributor,” which is a special 
form of rotating switch highly insulated, 
which directs the high-tension current to 
the cylinders in the required order. 

The distributor brush (B), rotates at the 
same speed as the commutator roller con¬ 
tact maker, and in perfect unison with it; 
that is to say, when the low tension circuit 
is completed, the high tension circuit is 
completed likewise. The diagram should 
make the system clear, it being borne in 
mind that the distributor is rotating as well 
as the contact maker, and in perfect “syn¬ 
chronism” with it. 

The secondary distributor is made in com¬ 
bination w T ith a commutator, each with as 
many contacts as the engine has cylinders 
and with the moving parts of each attached 
to the same shaft and revolving. (See chart 
No. 110, figs. 2 and 3.) 

The battery is connected to the single coil 
in the usual manner, and a wire is run from 
the primary terminal of the coil to the 


commutator, where it is connected to the 
four points. Thus when the commutator 
revolves, the current is passed through the 
one ceil every time that contact is made. 

If with this arangement a -wire was run 
from the secondary terminal of the coil to 
the four spark plugs, sparks would pass in 
all four cylinders whenever the timer made 
coutact. Instead of this, one secondary wire 
is run from the secondary terminal to the 
moving part of the distributor, and from 
each contact point of the distributor to the 
proper spark plug. 

When the commutator makes contact, and 
the secondary current is formed, it flows to 
the distributor, which at that instant has 
made contact with one of the points, so that 
the secondary current flows across the con¬ 
tact and to the spark plug that is connected 

The advantage of this system is that 
there is only one vibrator to keep in ad¬ 
justment, and fewer parts. The disadvan¬ 
tage is that the coil has no rest, and the 
constant use tends to heat it, and destroy 
its insulation. The constant action of the 
vibrator is liable to burn the vibrator 
points, and destroy them. 

Therefore the modern ignition system, 
using a “distributor system” of a similar 
principle, as the Delco and Atwater-Kent 
systems; the “vibrator” is not used. The 
timer being of slightly different construc¬ 
tion obviates the necessity of the vibrator. 
This latter system is explained further on 
in this instruction. 


The principle of this system is similar to Delco and Atwater-Kent modern battery and coil wni 
tion systems, except the systems mentioned, use a form of timer, called an “interrupter” thereby 
dispensing with the vibrator on the coil—(treated separately farther on) 


SPARK PLUG AND COIL TROUBLES 


2 3c 


INSTRUCTION No. 18. 

SPARK PLUG AND COIL TROUBLES: Spark Plug Tests 
and Gaps. Size of Spark Plugs; Regular, A. L. A. M. or 
S. A. E. Testing Coils and Spark Plugs. Ignition Wiring 
Troubles. Dressing Platinum Points. 


Inasmuch as we will deal next with coil 
Ignition systems without the vibrator, it 
is well to review the troubles caused by vi¬ 
brators and their relation to the spark plug. 
We will also refer to troubles caused by de¬ 
fective wiring, commutator, etc. 

When the engine stops, one or more of 
the following, is likely the cause; (l) out 
of gasoline; (2) carburetion defective; (3) 
ignition defective. 

Under the subject of “ carburetion ’ * will 
be found the carburetion, gasoline and kin¬ 
dred troubles and remedies. 

If the trouble is not w r ith the carburetion, 
then the trouble is likely due to ignition. 
The following may be the cause; broken 
or loose wire or switch, run down battery. 

***If the engine misses explosion—the 
trouble may be due to carburetion’at fault 
(see carburetion). If the trouble is not 
with carburetion, then the chances are the 
spark plug is missing on account of being 

*Spark Plug 

To test to see if the spark plugs are miss¬ 
ing, see page 237, figs. 1 and 2. Another 
method, if a vibrator coil is used, is ex¬ 
plained in fig. 1, page 236. 

To see which spark plug is missing, see 
pages 237 and 236. 

To test the spark plug itself, see fig. 2, 
page 236. 

To see if spark plug is leaking around 
the porcelain at the top (A) of bushing or 

below (B) where bush¬ 
ing is screwed into the 
shell of plug — squirt 
gasoline at these points, 
engine is running and 
note if bubbles appear. 

Plug Gap. 

The gap is the dis- 
t a n c e between the 
points on the plug 
shell and electrode (see fig. 3, page 218), 
Tt is important that this distance be exact. 

magneto should not have too wide a 
gap, because when engine is running slow, 
the current is weaker. See also, page 275. 

Where a vibrator coil is used, the usual 
distance is about 1-32 inch. With a “sin¬ 
gle spark” system, however, as the At- 
water-Kent, where the spark is very quick 
the gap must be very small, about .025 of 
an inch. In fact this is the average distance. 

tSee repair subject, “ 

Bpark plug is usually 
for different cars. * 
is supposed to be made stronger 
the gap is important, see page 275. 

***See page 171. tSee pages 275, 

tlf porcelain of plug is continually sooty, 
then too much lubrication—see pages 586, 630. 


fouled. The spark plug causes mere trouble 
in this respect than any other part of the 
ignition system, (see pages 218 and 237.) 

The cause of spark plug sooting and pre¬ 
ignition: tA poor grade of oil will turn to 
carbon (soot), and will deposit on the end 
and inside of the spark plug and “short 
circuit” the plug so that the spark will not 
occur at the point and consequently cause 
missing of explosion. 

Poor oil will also leave carbon or soot 
deposit on the end of the piston and inside 
of the combustion chamber. This deposit 
hardens, and sharp points of it will project. 
This projection will become heated white hot, 
causing the gas to ignite before it is time 
This is called premature or “pre-ignition.” 

Therefore, spark-plug troubles are usually 
as follows; short-circuited from carbon, 
cracked porcelains, electrodes burnt away, 
not pressure tight, moisture condensing on 
insulator. 

Tests and Gap. 

It is also essential that the battery be 
kept charged so it will deliver its proper 
voltage with a “single spark” system—as 
it is quick and must have pressure enough 
behind the coil to cause a hot spark. 

tflf points are too close, it will be impos 
sible to run slowly, for the actual area of 
the flame will be too small. 

tflf gap is too wide, misfiring (on a high 
compression engine) is apt to take place, 
especially when one tries to accelerate sud¬ 
denly, after going slow. The effect of open¬ 
ing throttle and admitting a full charge is 
to increase compression and it is well known 
that resistance increases with pressure. 

The coil will operate up to inch, but bear in 
mind the greater this distance, tho more strain 
on coil and “leaner” the spark. 

The space between the spark points must be 
considered an insulator, and it must be remem¬ 
bered that the compressed charge in the cylinder 
through which the spark is required to jump is a 
better insulator than uncompressed air. 

A spark that will jump the point or gap of a 
spark plug when the plug is out of the cylinder 
may not have strength enough to jump when the 
plug is screwed in the cylinder and under com¬ 
pression. So the spark must be especially strong, 
and should be able to punch a hole through a 
visiting card held between the points. 

♦♦Therefore the gap depends upon; (1) the 
kind of ignition system; (2) the amount of 
compression of engine. 


pre-ignition and carbon removal” pages 639 and 623. ‘Location of the 
over the inlet valve, see page 219. Also see page 239 for size of spark plug 
‘Where engines are high compression the gap is not made less, but the coil 
to take care of the extra high resistance. With magneto ignition 


299, 298, 297, 312. ttSee also pages 250, 275. 

the mixture is too rich; if the sooty deposit is greasy, 



234 


DYKE’S INSTRUCTION NUMBER EIGHTEEN. 


Adjusting Vibrators. 

The usual way of adjusting a coil trembler or 
vibrator is the rather rule-of-thumb method of 
screwing down the trembler screw till there is a 
sharp musical “buzz” obtained, and, as near as it 
is possible to determine, to adjust the screws so as 
to obtain the same note from each trembler. 


izing. Therefore, when using “direct” current for 
vibrator coil ignition, it is a good idea to occasion¬ 
ally change the connection on the battery. The cur¬ 
rent flowing in one continuous direction causes this 
pitting of points. Where “alternating” current is 
used, as with a magneto, the points do not pit as 
much, because current is changing direction of flow. 



screw are soon 
excessive sparking 


Current consumption of 

the coil depends largely on 
how close the vibrator con¬ 
tacts are set. Very often 
it happens that a good deal 
of current is wasted in hav¬ 
ing too close contact, and 
at the same time the plat¬ 
inum points on both the vi¬ 
brator and the adjusting 
pitted” and worn out from the 


There is a further serious disadvantage; insomuch 
that the firing point cannot be synchronized for 
each cylinder, the closely-set trembler firing the 
charge earlier than the lightly-set one, and thus it 
happens that an engine rarely gives off the full 
amount of power. Perfect synchronism is required 
in obtaining full power. This explains why some 
engines often give more power on the magneto. The 
fault lies in bad setting of the coil and sticking 
vibrators. 


♦Testing a Vibrator Coil. 

A special ammeter reading very low (0 to 3 am¬ 
peres), for adjusting coils is a most useful acces¬ 
sory, as it is only necessary to connect it in the 
primary coil circuit, one terminal being joined di¬ 
rect to the terminal on the coil, and the other join¬ 
ing to the battery terminal, the usual connection 
being temporarily taken off. (see fig. 2.) 

A 6 volt fully charged 
storage battery or four 
fresh dry cells can be used. 

Separate the secondary ter¬ 
minals (S) l A inch.t Adjust 
vibrator until needle on am¬ 
meter shows IY 2 amperes. 
If there is a continuous flow 
of blue sparks and there is 
volume to the spark instead 
of being yellow and thin, 
then the coil is well adjusted and is 0 . k. Try 
blowing on the spark to see if it spreads, this in¬ 
dicates volume, which is desirable. 

If the flow of sparks is not constant, this indi¬ 
cates that the vibrator points are probably “pitted.” 

If there is a short circuit in the coil, or points 
stuck, the needle would go far beyond its normal 
range, indicating the passage of excessive current. 

If there is a bad connection inside of coil, the 

needle would jump about instead of remaining 

steady. 

A loose terminal or connection would cause a 
low and unsteady reading. 

If ammeter shows over 1.8 amperes, the coil may 
be wound for a higher amperage than IY 2 , and 
if adjustment of screw does not reduce same, then 
the vibrator spring is too strong and stands away 
too far from the core. In this case bend the vi¬ 
brator spring down and readjust screw. 

A light contact on a coil trembler means econ¬ 
omy of current, but if too light the engine will not 
run properly; above a certain speed it will be 
weak as the result of a feeble spark at the plug. 



Dressing Platinum Points. 

Every time the contact separates, a minute quan¬ 
tity of platinum is transferred from one contact to 
the other. If the current is reversed by means of 
a reversing switch, the lost platinum will be trans¬ 
ferred back to some extent. This is called depolar¬ 


Testing Platinum Contact Points. 

Imitation platinum will also cause “pitting.” 
You can test to see if genuine platinum by put¬ 
ting nitric acid on it. If it eats into the metal it 
is not genuine platinum. A jewelers-stone can also 
be used for this test—ask any jeweler. 

Fig. 3 shows pitting, and is the 
state a properly set contact-point 
finally arrives at. 

Fig. 4 is the result of a badly- 
set contact, which is worn un¬ 
evenly, the platinum would have 
to be filed away right down to the steel and the 
spark would then soon eat the rivet hole and cause 
serious misfiring. 



Dressing Contact-Points. 

To dress the platinum points, remember that the 
main requirements are to remove only as small 
amount of the valuable metal as possible and trim 
the surface dead level and smooth, and in making the 
final adjustment of the screw, do not set the plat¬ 
inums closer than necessary to give a good, steady 
buzz of the vibrator. 

For dressing the points (also magneto points), 
suitable small jewelers files are sold at accessory 
shops. It is a very thin and finely cut file. 

If surfaces are merely blackened insert a strip 

of 00 emery paper between the two points, and 
pull the paper through them a few times. 

An oil stone is excellent for dressing points—see 

page 800. 


Platinum and Tungsten Contact-Points. 

Insist on genuine platinum points when purchas¬ 
ing new screws or vibrator springs. Platinum- 
iridium and Tungsten metal points are both used. 
Imitation points will “pit” and burn together and 
cause missing. 

Platinum iridium alloy, which consists of 80% 
platinum and 20% iridium, should be used on all 
magneto contact-breaker points. Pure platinum 
would hammer under action of interrupter, there¬ 
fore iridium which is harder is used with it. 

Tungsten points are quite often used on coil and 
battery systems due to its extreme hardness and 
infusibility, but its disadvantages for magneto use 
are oxidation of points when heavy currents are 
carried. The oxidation results in a high resistance 
oxide which makes it difficult to start, and the arc¬ 
ing makes it very difficult to distinguish when a 
condenser is defective. When platinum iridium con¬ 
tacts are used, extreme arcing is always an indica¬ 
tion of a defective condenser. Tungsten points 
therefore require a greater condenser capacity to 
overcome arcing than platinum does. 

Platinum iridium is best for all contact points 

but as stated, tungsten can be used on coil and 
battery systems—see also page 304. 

Above applies to contact points on vibrator coil 

screws and springs. 


Spark Gap Suggestions. 

Do not set spark plug gaps over inch apart. 
A longer gap will likely cause a misfire. 

♦When testing the spark, by removing wire from 
plug, do not separate the terminal wire from plug 
or engine frame more than % inch, as it will strain 
the coil and break down the insulation. 


CHART NO. 3 11—Adjusting Vibrators. Dressing down “Pitted” Platinum Points. 


I 

J 


On the Ford, the magneto generates “alternating” current, therefore, the pitting of points is not so bad 
but when the car is run continuously at high speed, naturally the magneto generates a higher voltage hence 
pitted platinum points. (See Ford Supplement.) fSee page 739 for a simple method of arranging a hamlv 
when testing. *See also, pages 302, 398. - ... " S P 








































SPARK PLUG AND COIL TROUBLES. 


235 


Setting Gap of Spark Plug. 


First set gap at .025—if engine misses, then 
try this; remember that the gap should be just as 
wide as the ignition system will stand. 

To experiment—try setting the plug point on 
say—-one cylinder until it misses on a hard pull 
up hill with throttle closed or as much closed a* 


it will pull the hill comfortably. 

Then slightly close gap and try hill again and 
continue experimenting in this way until the miss¬ 
ing stops. When correct distance is found then 
set the other plugs accordingly. See also page 
543. 


Spark Plug 

Location—usually over the inlet valves 
on “L” type cylinders and on the side, of 
“I” head cylinders. See page 219, why 
spark plugs are placed over inlet valves. 

Where plugs are used on overhead valve 
engines or high compression engines the plug 
must be of good construction—gas tight and 
free of electrical leaks—and are usually 
placed on side of engine (see Buick). 

Construction—There are two types in gen¬ 
eral use; the “separable” type plug where 
the insulation or core can be removed as 
per figure 3, page 218, and the “integral,” 
or one piece plug per figs. 5, and 10, page 
238. 

The parts of a plug are; the shell or body 
which screws into cylinder (see 3, page 
218); the insulation which is held in the 
shell by brass bushing (N); the electrode 
which passes through insulation. Washers 
are used as a gas tight packing, per fig. 2, 
page 218. 

The insulation is sometimes made of mica, 
but owing to the construction, which is 
usually with washers, it leaks or permits 
current to pass to the electrode especially 
when oily. The best insulation is porce¬ 
lain and this, unless of best grade (not por¬ 
ous)* will also leak, thereby weakening the 
spark. 

Where mica is used on plugs on aeronautic 
engines, per fig. 12, they are used but a brief 
time and new ones substituted. 

fSeparable plugs have tendency to leak 
and cause missing, especially at low speeds 


Construction. 

and hard pulls or on high compression en¬ 
gines. The integral plug appears to gain a 
point in its favor here. 

Electrode should be made of nickel alloy 
—if not properly made it will expand under 
intense heat and break the porcelain. 

Cement—is placed around electrode—as it 
dries, it becomes porous and porosity means 
electrical leaks. 

Therefore, it is plain to see that “leakage 
of gas” and “leakage of electricity” are 
the troubles to be overcome in spark plug 
construction. Leakage of gas causes “leak¬ 
age of compression” and leakage of elec¬ 
tricity causes a “weak spark.” 

Poor throttling, poor pick up, missing on 
hard pulls and high speeds are frequently 
caused by using a poor grade plug. Of 
course there are other conditions which will 
cause this, (see page 171), as carbonized in¬ 
sulators, or too close or too wide a gap at 
the plug points, or improper carburetion ad¬ 
justment, but assuming that these troubles 
are corrected the leakage of gas and elec¬ 
tricity are two essentials seldom noticed. 

Therefore, the highest priced plug is often 
the cheapest. Likewise a poor grade coil 
when hot, will lose its efficiency. 

Spark Plug Sizes. 

Different threads are explained on page 
23S. Different lengths, see page 237 and 238. 

Cleaning a Spark Plug. 

Don’t mar or glaze the porcelain as it will 
cause “porosity” and “electrical” leaks. 
See pages 237, 592. 


** Vibrator 

We will not deal with the modem “single 
spark” coil troubles here but principally 
with the vibrator type coils. The single 
spark coil is dealt with further on. 

Vibrator points sticking; where the vibra¬ 
tor type of coil is used. This is frequently 
the cause of missing of explosion. The 
points burn together as explained on page 
234. The cause of this, is due to the “di¬ 
rect” current flowing in one direction con¬ 
tinuously. (see page 248, “depolarizer 
•witch.”) Another cause, is that of using 
too much pressure or voltage. For instance, 
coils are usually wound for 6 volts. If each 
dry cell gives 1 % volts when working, and 


Coil Troubles. 

five cells used, the coil points do very nicely. 
If. however, eight cells are used, the excess 
pressure is more than the condenser in coil 
can take care of; result excessive sparking 
at the platinum points on vibrator and 
screw. 

To test the vibrators, see chart 112. To 
adjust vibrator and clean the platinum 
points, see chart 111. 

pother causes of missing, as before stated, 
is due to loose wires or connections on bat¬ 
tery or run down battery—see page 241 
for loose connections and wiring and for 
testing batteries. 


•*To test a high tension coil, see page 236. 

See pages 250, 251, 253, 254, 275, 285, 288, 292, 299.298,312,296. for distance to set spark plug gap. 
**See index, “Testing Coils.” 

♦ See pages 299, 298 and 297—for magneto interrupter adjustment. See pages 298 and 171 for miss¬ 
ing at low and high speeds. 

tSeparate plugs should have good gaskets and drawn tight—seo page 239. 

♦Its difficult to obtain a porcelain which will not absorb oil and cause leakage of electricity through 
it. Best grade come from France and Bohemia. 


236 


DYKE’S INSTRUCTION NUMBER EIGHTEEN. 



Fig. 1—Testing for missing with 
vibrators on the coil. 


Causes of Spark Plug Missing. 

The cause of missing of explosion is usually due 
to the spark plug becoming fouled by carbon, soot 
depositing on the porcelain insulation, causing the 
plug to become short circuited. Generally caused 
by using a poor grade of oil or loose piston rings, 
which permits the oil to pass too freely into the 
head of cylinder. 

Other causes are sticking vibrator points as ex¬ 
plained on page 234. 

When starting to test, for the trouble, first 
determine if the missing occurs when running slow 
or when running fast, or if at all times. Also be 
sure the carburetion is right. 


Testing for Miss with Vibrators. 

We will assume the engine is a four cylinder 
engine. 

To ascertain which, if any of the four plugs are 
fouled with oil, short circuited with carbon or 
inoperative from some other cause, open the throttle 
two or three notches to speed up the engine; now 
hold your two fingers on two outside vibrators so 
that they cannot buzz. The evenness of the ex¬ 
haust will show that the other two are working 
correctly and that the trouble is not there; or an 
uneven exhaust will indicate that it is between the 
two that are free. 

If the two cylinders fire evenly change the 
fingers to the two inside vibrators and again listen 
to the exhaust. Having ascertained in which pair 
the trouble is, hold down three fingers at a time 
until you find the one which does not fire. 

Cylinder No. 1, we will say, is the front cylin¬ 
der, and they number in rotation 1, 2, 3, 4. No. 1 
coil unit would be the one farthest from the steer¬ 
ing post (left side drive) and they number 2, 3, 4 
to the left. 


Testing Spark Plug. 

Then remove the spark plug and test the plug as 
shown in fig. 2. If the plug is O. K., then you 
know the trouble is not in the plug. If plug is 
not O. K., then clean it or put in a new one. 

Remember the plugs may spark in the open air, 
but when under compresion fail to spark, because 
the resistance is greater. Therefore, be sure the 
points are not over V&2 of an inch apart at the ex¬ 
treme, for vibrator coil use. 




Fig. 2—Testing a Spark Plug.—Place the spark plug 
on the cylinder with wire connected and switch on. 
Crank engine slowly. If the spark occurs at the gap 
“X” the plug is 0. K. If it sparks up inside of the 
shell, between the porcelain and shell at “Z,” it is 
fouled and misses. It must then be taken apart and 
carbon removed. 


Vibrator Coil Cause of Missing. 

In rare instances one of the coil sections will 
become short circuited or insulation become punct¬ 
ured on the secondary winding. Caused by using 
too many batteries or too high a voltage. In this 
case the plug would not 6park at all, therefore it 
would be advisable to try changing positions of the 
coil units in the box, if the plug sparks O. K. on one 
of the other coil sections, then you may know that 
particular coil unit is defective. Therefore, in¬ 
spect the platinum points on the vibrators and con¬ 
tact points, as they may be partially burned away 
or badly pitted if this coil section still fails to give 
a spark, then it is evident it is burnt out inside. 

In some instances a coil may have its insulation 
short circuited for only half its length of winding 
and would give a spark. If short circuit was near 
the beginning of winding it would not spark at all. 
See page 416. See page 241, for testing for a 
broken wire. 

Testing the Coil. 

If multiple cylinder engine, test each unit separ¬ 
ately until it is determined which coil is missing. 
After assuring yourself the missing is not caused 
by a spark plug, weak batteries, carburetion, or 
other causes, then test the coil itself, as explained 
above, see also pages 249 and 253 for testing the 
modern non-vibrator coil. 

On a non-vibrator type coil, the spark could be 
tested up to a jump of % inch on a test—con 
tinuously. 

On a vibrator coil, % inch. Don’t place the 
distance further, as it is likely to damage coil. 

To test a magneto—see index. To test for a 
broken wire—see page 241. To test for grounds 
and short circuits—see index. 


Other Causes of Missing. 

When mis firing occurs, particularly when run¬ 
ning at high speeds, it would be advisable to in¬ 
spect the commutator, as the fibre may be worn so 
that the roller touches only the high spots, or it 
may be that the roller has worn out of round and 
consequently forms imperfect contact on all of the 
points. 

At slow speeds, is apt to be the result of im¬ 
properly seated valves or air leak in the carburetor 
or cylinder head gaskets. 

A weakness in compression may be detected by 
lifting the starting crank slowly the length of its 
stroke for each cylinder in turn. In rare instances 
an exhaust valve may become warped by the engine 
becoming overheated, in which case the valve seat 
will have to be reground or the valve replaced. 

Other causes of missing explosion is due to weak 

batteries, therefore test the batteries as explained 
on page 241. 


CHART No. 1 12—Missing of Explosion; Source of the Causes. 


The coil in this instance is the old style vibrator type and matter refers principals 
commutator system. The spark plug test is applicable to all systems. 


to the vibrator 


coil and 















































Sl’AKK PLUG AND COIL TROUBLES 


237 


I 


i 

i 


I 


; 





Spark Plug Location. 


Usual location is in neighborhood of inlet v&Ito, 

which is correct, as it should be surrounded by 
fresh gas that enters during inlet stroke. If lo¬ 
cated on exhaust side dead gas will collect about 
plug electrodes and cause missing. 

It is also desirable to have 
plug where water Jacket sur¬ 
rounds it, as in fig. 4, to avoid 
overheating, else plug elec¬ 
trodes are liable to become 
overheated and become incan¬ 
descent and cause pre-ignition. 

Poor location is shown in 
fig. 1. When set in a thick 
valve cap (V) with short 
threads, dead gas accumulates 
in recess and causes missing at 
slow speeds. Pig. 2 shows an¬ 
other poor method. The re¬ 
cess accumulates heat and 
metal extension is liable to be¬ 
come red hot and warp elec¬ 
trodes altering size of gap. 

Good location is where spark 
plug points or electrodes JuBt 
reach the combustion chamber 
where cool fresh gas will come 
in contact and flame will 
spread with maximum rapidity 
as in figs. 3 and 4. 

When plug extends too far 
in combustion chamber there is 
danger of valve head striking it. 

Spark plug lengths — see 

page 238. 


Fig. 1: Valve cap 
too thick—out of 
path of gas. 


Fig. 2: Recess 

around plug shell 
retains heat. 


Spark Plug Causes of Missing. 


one at a time. Watch 


Reuef Cook* 


cylinder* 

v " r f 

^.AA AA. 

.AIM. 


Finding the Missing Spark Plug. 

1—Relief cock test: Open the relief cocks, 

for the flame shooting 
out of each opening and 
listen for the sharp re- 
ports of the explosions. 
The cylinder without 
flame, out of which is¬ 
sues only a hiss, but no 
sharp report is the one 
at fault. 

Fig. 2—Another method 
is that of short circuit¬ 
ing one plug after 
another. This may be 
‘8- 1- done by holding 

a screw-driver or 
other instrument so 
that it will make 
connection between 
the head of the spark 
plug and some part 
of the engine. When 
short circuiting, note 
if engine seems to 
slow down, if so, 
that plug is O. K. 
If there is no differ¬ 
ence, then the plug 
is likely at fault. 
Hold the screw¬ 
driver by its wooden 
handle, else you may 
receive a shock from 
Pitr, 2. the ignition current. 


Fig. 1—Missing may be caused by the spark 
arcing from shell to the terminal—cause: porcelain 
too short and gap too wide at points. 


Fig. 3: Correct position of plug in valve cap. 

Fig. 4: Correct position when set in water jacket. 
Fig. 6: Plug reach too long, liable to strike valve. 


Fig. 2—Points may have come together—cause: 
■crewing plug into cylinder bent points together. 

Fig. 3—Wire may have become loose from ter¬ 
minal—cause: terminal not screwed down tight. 

Fig. 4—Shows method of adjusting the distance 
between the points of the plug; distance should be 
about V &2 of an inch apart for coil ignition, and Vta 
of an inch for magneto ignition .025 average. 

To test for a missing spark plug; first, open the 
relief cock to each cylinder, as shown in fig. 1. 
If a blaze emits from the relief cock, then the 
cylinder is firing. It is advisable, however, to see 
that it fires regularly. The missing may not be 
in the plug at all and a slight movement of the 
adjusting needle valve one way or the other on 
carburetor will remedy the trouble. If the missing 
IS in the PLUG, then it must be cleaned. 

When an engine begins to misfire suddenly, from 
some unknown cause, the first thing a driver should 
do is to note whether the firing is regular; that is 
if it occurs in only one or two cylinders at regular 
intervals in the cycle of explosions; or, if it is 
intermittent in one cylinder or in different cylinders. 

A regular misfire in one cylinder, that is, mis¬ 
firing that occurs once at the same time in every 
cycle of the engine, generally is caused by a de¬ 
fective plug or a disconnected high-tension wire. 
A defective valve also is probable. 

Intermittent misfiring in one cylinder may be 
due to a defective plug or loose terminal connec¬ 
tion or a valve that is not closing tightly. 

Other causes of missing axe: Worn timer, loose 
connection, platinum points on coil or magneto, 
spark plug, carburetor needle valve and auxiliary 
air valve need adjusting; air leak around intake; 
battery weak. 


*To Clean Spark Plug. 

If the trouble is suspected of being a short-cir¬ 
cuited plug, due to carbon, etc. (see page 233), 
unscrew it and clean it as follows: 

To clean a spark plug: Unscrew the bushing 
which holds the porcelain in the shell, remove the 
porcelain (or mica) and soak the shell and por¬ 
celain in kerosene or gasoline. Clean all carbon off 
each. Don’t scrape porcelain, as it will roughen 
the glazed part and cause it to retain carbon. If 
the oil is burnt on the porcelain, muriatic acid will 
remove it. In placing the porcelain back into the 
shell, be sure the copper washer is placed back 
and bushing screwed tight to prevent leaking. 

If then impossible to get a spark at the plug, 
when laid on cylinder, then start inspection by test¬ 
ing batteries as shown on pages 241 and 450. 

If still unable to obtain a spark, then examine 
the connections on the battery; one of them may 
be loose or broken under the insulation or not sol¬ 
dered to the copper connection, as shown in fig. 6, 
page 241, or connection to storage battery terminal 
may be loose. 

If trouble is not now removed, then trace the 
wiring from the batteries to the coil. See if the 
w r ires have been allowed to get next to the hot ex¬ 
haust pipe; if this is the case, make a metal *'T” 
joint, as shown in fig. 11, page 241. 

All terminals should be carefully inspected and 
all connections soldered. 

The ground wire fig. 4, page 241, should be care¬ 
fully cleaned and scraped, as well as the part of 
frame it is grounded with and drawn tight. 

If wires are suspected of being broken, see index 
“testing for open circuit.” 


I 




CHART NO. 113—Testing for Missing Explosion. Spark Plug Troubles, cause and remedies. 

* Alcohol is also suitable for cleaning plugs, see also page 592. 




































































238 


DYKE’S INSTRUCTION NUMBER EIGHTEEN. 


termintl 

Mesa 


Central 

Electrode 



Ubsher 

Mica 

Layers 

Compressed 


HsiAer 


Sfrarktncr 

/Points 



Wmppnp 
round 
L'/ecfrede 




Fig. 10. 


Fig. 10M. 


Fig. 11.—Double 
spark plug — 
shell is not 
grounded. PI and 
P2 are separate 
porcelain insula¬ 
tors. 



Fig. 12. 



KL>~*1 l4_D^| 

REGULAR MrmiQ AL.A M OR 

JfclNCH SA£.J U -18 

sL 




1/2 n Pipe Thread Models 


Metric (18 m/m) Models 


Fig. 4: Regular length of % in. 
Metric, and % in. spark plugs. 


Integral, or 
one -piece 
spark plug, 
see also fig. 
10 & 10M. 




VALVE 

CAP 


RECESS 
<N CAP 


Fig. 5: Note long body to raise 
the hexagon part of plug nbove the 
recess in the valve cap so a wrench 
can be applied. Different kinds 
of valve caps require different 


Spark Plug Threads. 

Spark plugs are made 
with three standard threads 

—see fig. 4; the % inch 
pipe thread; %-18 S. A. E.; 
and Metric. 

The y 2 inch size is & 
thread which is a standard 
% inch iron pipe size and 
has a slight taper. 

The y 8 -18 size, is the size which was adopted as a 
standard by the Society of Automotive Engineers, for 
automobile use. It was formerly known as the A. L. 
A. M. The thread is % inch in diameter, with 18 
threads to the inch (see page 703, 612 and 705). It is 
used on a majority of the cars today. 

The metric size is smaller than either of the above. 
Its diameter is 18 millimeters or approximately i Y^q inch. 
This is the size thread for spark plugs, adopted by the 
Society of Automotive Engineers for aeronautic engines. 
It is also used on the Packard, Pierce and many motor¬ 
cycles. It is used extensively abroad. 

Spark Plug Lengths. 

The length of a spark plug depends upon the engine 
it is used on. If the valve cap in engine is deeply re¬ 


lengths of plugs, (see page 237.) 
cessed as in fig. 5, a long body plug is required, otherwise the wrench could not reach the hex. 
If on the other hand, it was not recessed, a long thread would be required. If however, 
the valve cap plug should not screw well down into combustion chamber, then an extension 
is required, for it is important that the points of the plug extend to the combustion cham¬ 
ber. It is well to note here however, that the plug points must not extend too far—see fig 4, 

page 237. This extension, of course, depends upon the distance the plug is to extend, there¬ 
fore they are made with inch and 1 inch extension. By referring to above illustrations 
this will be made clear. 

Aeronautic Spark Plug. 

Fig. 12: Aeronautic type spark plug is designed for great heat and high compression. Type ihown 

in fig. 12. It is of mica construction and very costly to construct. Note the heat radiation flange* on 

shell. Also baffle plate, (O) which tends to keep oil from the mica, stem (P) made of brass or copper 
for heat conductivity, electrode (J) is swedged at bottom of stem (K). Core is mica washer section* (I) 
with a mica insulation tube at (D). Usual gap opening is .015", See also, page 839. 


CHART NO. 113A—Spark Plug Sizes Explained. 

See page 612 for S. A. E. spark plug shell and page 705 for size taps to uso for spark plug threads. Fer 
gpark plug wrenches, see pages 611 and 612. 
































































































SPARK PLUGS 


239 


. Name Sist and Modal Plug 

* bbo,t . 54" 18 Regular Length 

•Acme, M. T. 54-.18 

Adams, M. E. U" '* •• 

Adams, M. T. 54" & 

H"-18 " a 

Advance Rumely T.. 54 ".18 •* 

Alco .;. H’-18 " •• 

•Alford, E.. •• 

' Allis 1 Chalmers,* M.T. ?< u » 8 y~- Ex!' 

Anderson, M.* E.*.!!!! 4" g,h 

Anderson, M. T.‘. #". 1 « *• •• 

Appcrson . #" & * 

. #"-18 •*. 

Arbcnz .. ft" & 

•* •* 

Armleder, M. T...,... K-.18 • 

Allas. E.54"-18 . • 

•Atlas, G. E. J 4 " Sr 

#"-18 •• 

Atterbury, M. T..... jjMR * •• 

Auburn . H”-1S ** " 

Aultman-Taylor, T... ft” ’ ** •• 

'Austin . U ”.iQ 

•Autocar . #"-18 

Available, M. T. #MS 

Barker, Mi f.' & M. E. L ^ glh 

g 3, «. v -.54* 154" Ext. 

%> Re s u,ar L ' ngth 

Beaver, E. 54 ' & 

„ 54"-18 

Benr .... Metric 

Bessemer, E . 54"-18 54" Eat. 

Bessemer, M. T. H"-18 & 

•Biddle. jft.is R '- eUl " L ?. ng,b 

Blair, M. T.>4 "18 •• •• 

Brennan, E.Metric •• 

Brill, E. . 54 " «• 

‘Brintnell . >. y," & 

„ . 54 "18 - 

Brockway, M. T. M"-18 •• 

Brooks, Mi E.. 54 " •• •• 

•Brown, E. 54 * “ 

•Buckeye, T. 54 " •* 

^Buckeye .. .•* 

Buckeye, E..,. y 2 " “ •• 

Buda. E.•. 54 ". 18 & 

54" “ 

Buffalo, M. E.. .*.... 54"-18 54 " Ext. 

.g"!**. 54"1S 54" Ext. 

T - ..‘ 54" Regular Length 

Cadillac . 54 ".18 - « 

Cady, M. E. . •/,’ & 

Is as 

Caille, M. E.. 54 " 

Cameron . 54 " •• 

Campbell, M. E. 54 " •• 

Capitol, E...,. 54 " & 

54 "18 - 

C*®* .• ».. 54 "18 

Chalmers .-.. 54 " 18 54" Ext. 

Chandler. 54" 18 Regular Length 

Chase, M. T. 54 ' & 

54"-18 •• 

Chase, E. 54 " “ 

Chevrolet . 54"-lS “ 

Christensen, E. 54" •• •• 

•Clay, E. 54" 

Clifton, E. 54" & 

• 54"-18 • 

Clyde, M. T. 54"-18 " 

C. O. D., T....-. 54 . 

Cole . 54 ”-18 *\ 

Collier, M. T.: - 54"-18 “ 

Columbia, M. T. 54"-18 

•Commerce,- M. T. 54" S- 

„ 54 "18 . 

Commercial, M. T... 54" “ ••• 

Continental, E. 54"18 •• •• 

•Corbitt .. 54 "-IS Regular Length 

Coupler-Gear, M. T . 5«"-18 & 

Metric “ '• 

•Crescent, M. E. J4"-18 “ 

•Croce. M. T. ’ 4 " & 

54"*18 '■ 

Crow-Elkhart . 54"-18 •■ 

Crown, M. T.. 54" & 

?4 "18 - 

Cunningham ........ ?4"-18 *' 

Curtis, Ae. Metric " 

Cushman, E:......., Metric " 

Daniels . 54"-18 11 " 

Darracq . Metric *• 

Dart, M. T. $4" & 

, *4 "-IS “ 

•Davis. E.. 54" & 

54 "18 “ 

De Dion.Metric “ 

DeKatb, M. T. 54"-lS — 

Denby, M. T. 54"-l« " 

Denning, T. 54"*18 *' 

Detroit, M. T... *4"-18 " 

Deyo, Macey, E...’... 54" Sc 

54"-18 " 

Diamond, M. E. 54" “ 

Diamond,'Ti, M. T... J4"18 - 

Dodge . 54 "18 “ 

Doman, M. E. 55" 

Domestic, E. 54" 55" Ext. 

Dorris . .i.. 54 "-18 Regular Length 

l)ort .•. 54 "18 ‘ 

•prexel ............ 54" 18 55" Ext. 

Duesenberg; M. K...; #"1S Regular Length 
Durable Dayton, M. T. #"-18 “ 

Duplex. T.* 

Duryca, Gera . $4" ‘ 

Eagle M. C...*. Metric Motorcycle 

Eagle, M. R. V "^ Regular Length 

Eclipse, EL. #"*}^ * ,, 

Elgin ... # *W 

A •• •• 

Elk " M - T . ,1-if - •• 

Ellis, E. 55" 

•Elmira. M. T. 55" “ 

Empire . 

Engcr . 

e " t ‘ , E ..IP.4 - 

Erie, M. T. Vs" & 4 

rr-ix #l . J 

Evansville, K...... .. VS* „ 

Ever Heady. K. • Vj 

Evinmdc, M. K. ^ „ 


Excelsior, M. C. Metric Motorcycle 

•“ M r. E :* Re ?. ular L f. ngth 

Eamoui M T. 54 - 54 " Ext. 

•Fargo, M. T. 54"-18 Regular Length 

l*5 ma< i k xi m. 54" Ext. 

Federal. M. T. 54"-lS Regular Length 

rerro, M. E. 54 " •" 

Fiat (American). 54"18 “ •• 

Fiat (Italian).Metric “ 

'Field-Brundage, E.... 54 " ** »* 

•Fifield, E. 54 " 

Foos . 54" & 

„ . 54 "18 " 

bor< | . 55* Long Body 

.Ford ..-... 54 " Priming Plug 

Ford, T. . 54 " 54 " Ext. 

Foreman, M. E. 54" Regular Length 

Fostona . 54 "-lg •• 

•Four Drive, T. 54"-18 & 

'Four Wheel Drive. T, 54 "" & 

„ . Metric " *• 

Fox, M. E. y 2 n *t 

Franklin ./. H”-18 *' '• 

Frisbie, M. E. y 2 ” y t " Ext 

Frontenac, M. T. 54 " Regular Length 

•Gade, E. 54 " 

Garford, M. T.:. %"-18 & 

•« <1 

General. M. T. 54"-18 •• * 

G. V. (Gas)...,. 54"18 •• * 

•Geraix . 54"-18 " 

Gleason, E. 54 " •• »• 

Globe, M. T... 54"-18 •• 

G. M. C.. M. T. 54"-18 •• 

Golden, Belknap & 

Swartr, E. 55" & 

. 54"18 " 

Gramm-BemStem, . 

M. T.54"18 '• 

Grant . 54"-18 ’• *• 

Gray, M. E. 54" •• 

Great Eagle. 54"-18 " *• 

Great Western, M. E. 54" ** 

Great Western. 54"-18 " '• 

Hackett. 54"-18 •» •• 

Hall, M. C. 54"-18 •• 

Harley-Davidson, M. 

C. 54"18 '• , - 

•Harms, G. E. 55" «f 

, . 55" 55" Ext. 

Harnman, Ae. 54" Regular Length 

Harvey. M. T..54"18 • 

Happy Farmer, T.... -J4" " •• 

"Hawkeye, M. T. 54"-18 54" Ext. 

Haynes .. 54" IS Regular Length 

Heider, T. 54"-18 * 

Henderson, M. G-... 54" " •• 

•Hendrickson, M. T..: 54"-18 “ 

Herff-Brooks . 55". '• '■ 

Herschell-Spillman, E. 55" & 

54"-18 •■ 

Hewitt, M. T.;.Metric *' " 

•Hobart, E.....»_ 54" “ 

•Hoke, T. 54"-18 •• •• 

Holliday, M. K. 54" ** *• 

Hudson .-..■ 54"-lS '* •* 

Hupmobile .' 18 -• 

llurlburt. M. T. 5s"-18 •• 

Hub, M. T. 54"-18 ” v 

I. H. C., M. T. 54 * 

• 54 "-18 " 

Tee, M. T. 54*18 " 

Ideal, E....,. 54" 

Imperial . 54" ** ” 

Independent, M. T... 54" A- 

54 "18 - 

Indian, M. C.... Metric ,V 

54"-IS Motorcycle 

Indiarla, M. T. 54"-18 Regular Length 

'Ingersoll Rand.... .. 54" 

r Intemational, M. T.. 54"-IS & Metric 

Inter-State . 54"-lS Regular Length 

& 54"-IS 54” Ext, 

Isotta-Fraschini . Metric 

Jackson . 54"-18 Regular Length 

Jeffery . I®"' 1 ? 

Jones Six . 54"-18 

Kanawha, M. T. hi" & 

54 "18 “ 

Kelly. M. T. 54"-18 “ 

Kearns Kar... Metric * 

Kearns, M. T. 54"-18 

Kermath, E. 54" ‘ 

Kemper-Odee, E.. 54" *' 

Kensington, M. E.... 54" " 

Kerrihard, E. 54" 

Keystone, E. 54" ** 

•Kelly-Springfield, M. 

T. . 54" 18 “ 

•Kelly-Springfield Road 

Roller ... 54" 2" Loop Ext. 

King .. 54 "18 Regular Length 

Kissel Kar. 54 "'18 “ 

•Kline Kar.; 54"1S '• * 

Kleiber. M. T.. 54"18 " 

Knickerbocker, M. T. 54”-18 “ *• 

Knox. M. E. 54" 

Knox . 54”-18 " *• 

Koban, Inboard Motor 54" 11 

Koban, Rowboat Molar 54"-!S " 

•Koehler, M. T. 54"-18 " 

Krebs. M. T.'.'54"-18 " 

Krit . 54" 

•Kuelil, E.. 54" & 

54"-18 " 

Lackawanna, M. E., 54" 54" Ext. 

Lamb, M. E-- 54" \ “ 

•Lansing, E. 54" " 

Lange. M. T...*.-. 54"-18 *' 

Larrabee-Deyo, M. T. 54" " 

Lauth-Juergcns, M.T. 5<"-18 " 

LaZier, E.. 54" IS • 

& 54. 

Lewis .54" “ 

Lexington . 54"-18 " 

Liberty . 54"-IS 

Lincoln, M. T. 54"-18 " 

•Lion. f. .I',.. 54" 

LJppardStcwari, M. 

T... " 

•Little Giant. M. T.... 

A" 

Locomobile . %"-18 

•Longest. M. T. A" 

Lczier . “ 

•Luitweiler. Fire E... W* 

Lyons. E.«... Vj" ** 

Maccar. M. T. 18 Regular Length 

Mack. M. T. yr 18 


Name Size and Model Plug 

Madison . H"-18 Regular Length 

Mais, M. T. ** 

Marion-IIandley. '* " 

Marmon . ^^-18 ** " 

Martin, M. T.. ^"-18 “ 

Marvel, M. C. Metric Motorcycle 

Maxwell .Regular Length 

Maxwell (up to 1914) l / 2 " 

/Mason . y 3 " A- 

Mason, M. E. y 2 m “ “ 

Mayer, T. u " 

McFarlan . 

•McIntyre .* 'A* & 

^"•18 ** 

McLaughlra-Buick .. %"-l 8 */ 2 ” Ext. 

McKay . Regular Length 

Mecca . *A” " • 

Menominee, M. T.... " ** 

Mercury, M. E. yi" “ ** 

Mercedes . Metric, 1" Long 

•Mercer . %"*18 Regular Length 

Merkel, M. C.. Metric Motorcycle 

Metz . y 2 " iy^ Ext. 

•Mianus, M. E. Regular Length 

•Michigan Steel Boat. X A" " *' 

•Miller, E. >/ a M & 

H"18 - 

Mitchell .. y ** *' 

Modern, M. T.*. % w 18 M 

Mogul, M. T. 14* & 

74 ”. 1 $ *• •• 

Moltne-Knight H"-18 “ 

Moline . %"18 *' 

Monitor . \4" •** ** 

•Moon .. ft” 13 *' ** 

•Moore, T.. . ft” *' 

Monroe . ^"*18 ** “ 

Moreland, M. T. ft”-IS ** " 

Moore, M. T. ft,” & 

H"l 8 " 

•Morristown, M. E.,., ft” u • ** 

Moyer. ^"-18 •'-» w 

•Mullins. M. E. ft” 

National. ft ”-\8 " *' 

National, M. T. H"-18 " 44 

•Nelson & LeMoon, 

M. T. .:. #"-18 44 

New England, M. T.. #"-18 44 44 

New Way, E.. ft” 44 ‘ M 

•New York Yacht, M. 

E. .. ft” ft” Ext. 

•Nichols & Shephard.. ft” ft” Ext.\ 

' M &* ft" Regular Length 

Norwalk .. ft” & 

* #MS 44 

Novo, E. * .. ft” ** 44 

Oakland .:. #"-18 •• 

•Ohio, E. :. #".18 

k ft”. 44 

Oldsmobile . #"-18 * 4 “ 

Old Reliable, M. T... #"-18 44 

Original, E. ft” 44 • " 

Oshkosh, E. ft” 

Oswald, E. ft” 44 

•Otto. E. #"-18 44 

Overland . ft” ft” Ext. 

Owen Magnetic.#"-18 Regular Length 

•Owen-Schoeneck .... #"-18 *’ 

Packard . Metric 41 4 * 

Packard Twin Six... #"-18 44 * 4 

Packard. M. T. Chain Metric 4 ‘ 

Packard, M. T. Wonn #"-18 44 " 

Paige .•. #"-18 44 

•Palmer-Meyer . ft:” 44 44 

Palmer-Moore, M. T..* ft* ft” Ext. & 

Peerless, G. E... ft” Regular Length 

Peerless ....» Metric & 

#" 18 Regular Lengtli 

Penrose, M. T. ft” 

•Perkins, Wind Mill.. ft” 44 

•Perkins. M. E.#" 44 44 

•Perkins, E.#"18 - 

Phianna. #"-18 44 44 

Pierce-Arrow . Metric & 

#"-18 “ 

Picrce-tludd, E. . ft” ft” Ext. 

Pilloid . #"-18 Regulai Length 

Pilot . #"-18 44 44 

Pioneer. Yj” Sc 

#"-18 44 

Polo .. ft” 

•Portsmouth, E. ft” l#" Ext. 

Premier .‘. #"*18 Regular Length 

•Princess . #"-18 - 

•Pullman . #"18 44 

Racine-Truscott, M. E. ft” 44 

Ralaco . ft” ,4 ‘ 

Read, E.. Metric 4 * ’** 

Reading-Standard, M. 

. Metric Motorcycle 

Red Wing, M. E..... ft” Sc 

#"-18 Regular Length 

Regal . ft” n 

•Reid. E... ft” 

Reliable, M. T. Vi” 44 

Renault . Metric 4 * 

Reo . ft” ft” F.xt. 

Republic, M. T.. \A” Regular Length 

Republic . #"-18 

Rex . ft” 

•Richmond, E. ft” Sc 

#"•18 44 

4 Rippley, M E. ft” 

•Roberts, M. E. ft” Sc 

' #"18 44 

•Roberts, Ae. #"-18 44 

Robinson, M. T. #"-18 

Ross 8 . #"-18 " 

•R. S., M. E.... ft” ft” Ext. 

Rollins, EL..'.... Vi” Regular Length 

•Rowe . #"18 

Royal, M. T. #"-18 " 

•Rush, M. T. #"-18 4 

Russell .. #"-18 * 4 

Rutenberg .#"-18 

S. G. V. #"-18 •* 

•Sandow, M, T. 

& ft” 14 

Sandusky, M. T. ?4"*18 “ 

Sandusky. T. ?s"-18 

Sanford, M. T.•.. ft” & 

, #"18 - 

Saxon .#"-18 44 

Schacht, M. T. #"-18 44 

Schaefer, K. ft h 44 

•Schmidt, G. E. ft” 44 

Scripps-Booth . #"-18 8 c 

Wstric Regular Length 


Seagrave, F. ST7. 

Selden . 

Service, M. T. 

*Shaw, M. C.. 

"Sieverkropp, E. 

•Simplex .. 

Simplex, T. 

Signal .*. 

South Bend, M. T.... 

Spacke, M. C. 

Spaulding .. 

Speedway, M.. EL. 

Standard, M. E. 

Stanley, G. EL. 

Staver .. 

Stearns . 

Stegeman. M. T. 

•Steiner, E. 

Sterling, E. 

Standard, M. E.... 

Stanley, G. E. 

Staver . 

Stearns . 

Stegeman, M. T,... 
•Steiner, E.. 

Cl.flifWV I? 

Sterling, M. E. 

Sterling,. M. T. 


Sterling Roadster . 
Sternberg, M. T... 
Stevens-Duryea .... 

Stewart. M. T. 

Stork, M. E. 

St. Mary's, E. 

Studebaker. 

Stutz . 

Sultan, E. 

Suburban, M. T.... 

Sun .. 

‘Termaat-Monahan . 

Thomas .*... .. 

Thor, M. C. 

Thompson, E..... 

Tiffin .. 

Toledo, M. E. 

'Transport, T. 

Traverse. E. 

•Trebert, E. .. 

Trojan, M. T. 

Tmscott-Pierce, M. E. 
•Turner-Fricke . .*. 

*20th Century, E. 

United, E. ..... 

United, M. T. 

United Four Wheel 

Drive. M. T. 

United States, M. T.. 

Universal, M. T. 

Universal Tractor ... 

Universal, E.. 

•.Universal, M.-E.. 

Utility, M. T. 

Vcerace, M. T. 

Velie . 

•Vim, M. E./. 

•Vulcan, E.•*..... ... 
‘Vulcan . 

Wagenhals, M. T. 


Wallis Tractor . 
Walter. M. T.... 

•Warner, E. 

Warren, E. 

Warren, M. T. 

Waterman, M. E... 
Waterloo, G. E... . 

•Watkins, E. 

Weidely, E. 

•West Chester, E... 
Westcott ......... 

•Western, E... 

•Westman, EL & T 
White, M. T.. 


#"1JT 44 
#"•18 44 
#"•18 44 
ft” Sc 

Metric Motorcycle 
ft” Regular Length 
Metric, Long Body 
ft” Regular Length 
#"-18 44 
#"18 44 
Metric Motorcycle 
#"•18 Regular Length 

#"-18 44 
ft" •• « 

#"-18 44 
#"-18 #" Ext. 

#"-18 Regular Length 

#"-18 44 
ft” 

#"•18 44 
#"•18 #" Ext. 

#"•18 Regular Length 

" . 

#" Regular Length 

#"•18 & 

Metric 44 
H* lb 44 
ft” 44 
#"•18 v 
#"-18 44 
ft" “ 

ft” - 
#"-18 44 
ft" 

#"•18 44 
#"•18 - 


ft H 

# *18 44 
Metric Motorcycle 
Vs” Regular Length 
#"•18 *• 


ft” ft” Ext. 

#"•18 Regular Length 
#"-18 - 
& ft . 



White, Gi E.. 

Wichita Falls, M. T. 

Wilcox, M. T.. 

Willet, M. T. 

•Willingham, M. T . 

Willys .. 

Willys-Knight*.. 

•Wisconsin, E. 

Wisconsin, M. T...., 

Wilson,. E.. 

Winton .. 

Winton, E.. 

Wizard ... 

•Whitcomb. E. 

Woods Mobillete ... 

Yale. M. C. 

York, E. 

Zimmerman. 


ft" Ext. 

Regular Length 

#^-18 44 

8- :: " 

Metric & 

54'-18 - 

54. 

54”ia •’ 

54"*18 " 

54" 54" Ext. 

54 "18 54" Ext. 

54"-18 Regular l.efigth 

54" 

H--18 •• 

■ 5J» •• •• 

54" 54" Ext 

54* Regular Lencth 
54"-18 • 

54" 

54"-18 " 

Metric Motorcycle 
54" Regtilar I.ength 
54" " 


Abbreviations: M. T.— 
Motor Truck; E. — En¬ 
gine; M. E.—Marine En¬ 
gine; Ae. — Aeroplane; 
G. E.—Gas Engine; M. 
C. —Motorcycle; F. E. 
— Fire Engine; T. — 
Tractor. 




^»US£D ObJ SHOULDER 7/ S 
AND METRIC BUT NOT ON 
'/jINCH AS THE THREAD 

taper* 


Different kinds of plug points or 
gaps. 


Gaskets for Spark Plugs. 

Copper, asbestos lined gaskets are 
used between bushing and shell on all 
“separable” plugs, to make it leuk 
proof. They are also used on % and 
Metric plugs between shell and where 
screwed into cylinder—but not on the % inch plug, because it 
has a taper thread and no shoulder on shell. See also pages 607, 
717, 238. 


CHART NO. II.3B—Spark Plug Sizes used on leading Automobiles, Trucks, Motor Boats, Motor 
cycles and Stationary and Aeronautic Engines. 

















































































240 


DYKE’S INSTRUCTION NUMBER EIGHTEEN. 


Wire Used for Winding a Coil. 

Copper wire which is insulated is used for the winding of the primary and secondary winding of a 
high tension coil or magneto armature. 

The primary winding of a coil or (magneto armature) is called primary winding wire. It is usually 
a single strand of soft copper wire insulated with cotton. This wire is not so long as the secondary wind¬ 
ing. The current which passes through this wire is of a low voltage, usually about 6 volts. The quantity 
or amperes of current is greater than in the secondary winding. 

The secondary winding wire of a coil or (magneto armature) is wrapped over the primary winding 
and it is considerably greater in length. The insulation is silk thread, wrapped around a very fine single 
strand of flexible copper wire. The pressure or voltage passing through this wire is in the thousands, 
hence the reason it must be well insulated, but the amperage is practically none at all. 

The winding of a Bosch DU4 magneto armature, usually consists of 3 layers of No. 20 or 22 wire, 
to form the primary winding, and 70 to 72 layers of No. 36 silk covered wire to form the secondary winding. 

The reader, however, never has occasion to bother with wire on a coil or magneto armature as this 
is the work of a specialist. 


Wire for Ignition Systems. 

There are three kinds of ignition wire for general use with the ignition system of a car, as follows: 

Primary wire or cable, made of several strands of fine 
wire in order to make it flexible and insulated, oil and 
moisture proof. This wire is usually used between the 
battery, coil and timer, for all low tension work, and must 
be of sufficient size to carry the current, usually No. 14 
size is used, (see pages 425 and 427.) 

Secondary cable is also made flexible and the insula¬ 
tion on wire is much heavier. This is used to conduct the 
high tension current from the coil or magneto to the spark 
plugs. It should be kept free from all metals as much as 
possible. Size is usually No. 16 or 14. 

Duplex cable is also flexible, but generally two to four 
wires are run in one insulation, of course, being separated 
from each other by insulations. This wire is generally used 
for lighting and low tension work. 

Metal conduit; a good plan in wiring a car, where several wires are run together, is to enclose the wires 
in a metal conduit, (see page 426.) 

The wires running from coil, or magneto distributor to the spark plug, carry the high tension current 
and are called secondary cables. This current escapes more readily than from the wires running from the 
battery to timer or coil. The wires running to the plugs are called “high tension’’ wires because the ten¬ 
sion or voltage is high and current will often jump through the insulation and short circuit (cutting out 
■park plug) to any metal part it happens to be in contact with. For this reason these wires must be care¬ 
fully protected and very heavily insulated, (see fig. 12, page 241.) 

The primary wires running from the battery to timer or to interrupter on magneto are “low tension.” 
They do not need have as heavy insulation, but the connections should be well made and clean because th* 
pressure is so low the current will not pass over dirty or loose connections, and a loss of current will 
result. All connections ought to be soldered and taped, (see figs. 6, 7 and 8, page 241.) 

The wires running from the battery or timer to the coil connection, are called the primary lead 
w'res, also battery wires. These wires must be of sufficient size to carry the current, as they carry a 
greater quantity of current than the secondary wires. The secondary wares have much heavier insulation 
and from outside appearances would seem to be larger, but are comparatively small, as they carry a high 
voltage but low amperage. 

Don’t use lamp cord wire under any circumstances as it will give unsatisfactory results and cause 
missing if damp, (see page 425.) 

The size of primary wire generally used is No. 14 or 16 primary cable—the secondary wire is 
simply called “secondary cable.’’ Both must be waterproof and heat proof—(see pages 425 and 427.) 

Wire for the elctric horn is usually No. 18—(see page 425.) 


Making Connections. 

A grounded connection should be filed or scraped bright before attaching the wire, and the connec¬ 
tion when made should be covered with vaseline or paraffine. A copper washer should be placed under 
the head of the screw, to hold the wire firmly in position—and tightly drawn up. 

All connections must be bright and clean, for a dirty connection will add resistance. Binding posts, 

■crews, and the ends of the wire must be scraped clean before the wire i3 attached—this is very import¬ 
ant on low voltage wiring. 

All connections should be made as firm as possible, using pliers to tighten the binding screws. The 

best connections are made by brass or lead terminals soldered to the ends of the wires. When a con¬ 

nection has been screwed tight, the binding screw and terminal should be covered with vaseline or paraf¬ 
fine, to prevent corrosion, and the whole wrapped with electric tape. This tape comes in rolls, and is 
sticky, so that it will stay in position when once applied. In addition to being an insulator, it prevents 
moisture from getting at the terminal. 

Short lengths of wire provided with terminals are sold for making dry battery connections, and it is 
well to use them when dry batteries are used. 

No possible cause for leakage of the current should be allowed; a single strand of fine wire projecting 
from a flexible cable will be enough to cause a short circuit if it should touch metal, (see pages 427 and 422.) 



DATTF.RIF.9, COILS AND TIMERS 



BRAIDED SECONDARY CABLE 

FOR SPARK PL1GH AND MAfiMTOJ. 



BRAIDED DUPLEX CABLE 


rOR 0 VTTERIKS, TIMCRJi A AO fU:<TllU; IJUITlNr,. 


CHART NO. 114—’Winding of an Ignition Coil. Ignition Wire—(also see pages 425, 426 and 427), 
Mskiag Connections. 















241 


WIRING TROUBLES 



Fig. 2.- 


'-CARBON 


l INC 





Fig. 1: Missing of ignition may be due to weak 
batteries. To test, use an amperemeter. Test 
each cell separately by placing terminal of meter 
on terminal of battery. Each battery ought 
to show 15 to 25 amperes. If less than 8 amperes, 
replace. If one should test say, 10 amperes and 
another 20, then the good battery will be brought 
to the level of the poor battery. Remove it and 
put in a fresh one. To test a storage battery 
(see index). 

Fig. 2: An emergency dry cell connection. Usual¬ 
ly two sets of dry cells are provided when ignition 
is on dry cells alone. Only one set at a time are 
used, however. If both sets should run down, 
a multiple connection of the two sets can be made, 
as shown above, which will suffice to reach home. 
Dry cells are now seldom used. 

« 1 

Fig. 3: Quite often missing will occur from loose 
connections at the battery terminals. See that 
they are always tight. On some connections, the 
wire may be broke or not soldered well to the ter¬ 
minal. A good connector called the “Bull Dog’’ 
is shown. 


Fig. 4: On many 
cars one wire is 
grounded —there¬ 
fore it is essen¬ 
tial that the 
grounded connec¬ 
tion is well clean- 
ed and then 
tightened. A cop¬ 
per terminal 
should be solder¬ 
ed to the wire— 
the surface cleaned and drawn tight with a bolt. 

Fig. 5: When metal battery boxes are used and dry 
cells placed in them, dampness will short circuit the 
batteries through the paper insulation around them. 
Therefore keep box dry inside, also watch wire 
where it passes through the metal box. 


../jc Fig. 6, 7 and 8 show how 
/o&jj to ma ke a connection with 
wire and terminal; solder 
and tape all connections. 

Fi*. * 



Figs. 9 and 10: Missing is sometimes caused by 
loose connections on the switch terminals and bat¬ 
tery terminals. See that terminals are clean and 
tight. 





Fig. 11: A good method of 
protecting primary (bat¬ 
tery) wires when they run 
along the frame. 



Fig. 12: Neat method of distributing the secondary 
or high tension cables on multi-cylinder engines. 
A divided fibre tube supported on brackets encloses 
the cables and allows of easy inspection or renewal 
if required. Any number of leads or cables can 
be distributed. The eight plug leads required for 
dual ignition on a four-cylinder engine can be 
accommodated in two-inch fibre tube. 


Fig. 13: Causes of com¬ 
mutator troubles; (1) worn 
metal segments (C), often 
cause missing by not mak¬ 
ing good contact. (2) The 
commutator may also be¬ 
come loose on the shaft and 
get out of time. (3) Spring 
weak. (4) Loose connec¬ 
tions at binding posts. (5) 
Depressions worn on face 
of fibre on which the rol¬ 
ler (R) travels resulting 
in the roller jumjnng (at 
high speeds) almost over the metal contacts (0). 
The roller (R) and pin; of the revolving part will 
also probably be found in bad shape. To repair; 
turn down in a lathe or replace with a new one. 
(6) Grease will coat the insulated fibre ring (C) 
from one segment to another and cause a short 
circuit. Too much oil will also cause a glazed sur¬ 
face over the segments (B) and good contact can¬ 
not be made between roller (R) and these metal 
segments. 










*Fig. 14: How to test ignition circuit for a broken 
wire: Secure a small 6 volt lamp, connect one 

wire to battery terminal and carry the other wire 
from lamp to the timer (placing timer segment on 
contact), if the wiring is perfect the circuit will be 
completed and light lamp, indicating that the wires 
are O. K. A small electric bell is also suitable for 
testing lengths of wire in the same manner. See 
also, page 737. 



Fig. 15: Mark wires 
when removing, by us¬ 
ing cheap water colors 
or tag them, thus sav¬ 
ing a lot of time when 
replacing. 


CHART NO. 115_Importance of Good Connections and Protection of the Wiring. 

*see index, “testing for grounds, short-circuits, coils” etc. 





































































































242 


DYKE’S INSTRUCTION NUMBER NINETEEN. 


INSTRUCTION No. 19. 


MODERN BATTERY AND COIL IGNITION SYSTEMS: 
The Timer and Interrupter. Automatic Advance of Spark. 
Delco, Atwater-Kent, Remy, Connecticut, Bosch, Westing- 
house, Battery and Coil Ignition Systems. Storage Battery 
and Direct Current Generators as a Source of Electric 
Supply. Depolarizing Switch. 


fThe Modern Battery and Coil Ignition System. 



Pig. 1. A distributor and commutator 
using a “vibrator” type of coil as ex¬ 
plained in chart 110, fig. 1A. This sys¬ 
tem is seldom used. Note the contacts 
are made by a roller. When contacts 
are closed, the vibrator on coil operates. 

Fig. 2. A similar system but coil is 
“non-vibrating.” When brush or blade 
(B) is raised by cam (T) contact is 
made with screw (C) current flows only 
when contact is thus made. 

Fig. 3. This system is similar to fig. 
2, except a “cam” of the type used on 
magnetos is employed, which “inter¬ 
rupts” the flow of current as the nose 
of cam raises the arm (B), see also fig. 7, 
page 378. 


In order to understand the modern “coil 
and battery” ignition systems, it was nec¬ 
essary that the reader study the elementary 
principles of the early forms or methods 
used for ignition; such as the low tension 
coil, the high tension coil, the commutator 
and the timer, also the distributor—all of 
which have been explained. It ought not 
therefore be difficult for the reader to grasp 
the principle and difference of the various 
makes now to be treated. 

The battery and coil system is the modern 
ignition system, such as the Atwater-Kent, 
Delco, Remy and others which are supplied 
with a “constant” source of electric sup¬ 
ply when used in connection with a storage 
battery which is kept charged by the gen¬ 
erator. 

Constant source of supply means that the igni¬ 
tion apparatus is not dependent upon a mechanical 
method of generating current, as in a magneto, 
but the supply of electric current is constantly 
supplied by a storage battery and the storage bat¬ 
tery is constantly supplied with current (direct) 
by a generator. 

The Timer and Distributor. 

Are combined in one unit similar to the 
description of the distributor system shown 
in fig. 1A, page 230, but the principle is 
different. 

For instance; a commutator of the “rol¬ 
ler” or “wiping” contact is employed in 
fig. 1A, page 230 and fig. 1, this page, 
which makes a wiping contact, thereby clos¬ 
ing the primary circuit on the coil, at 
which time the vibrator spring (V) fig. 1, 
(this page), is set in motion, thereby caus¬ 
ing the current to be intensified in the 
secondary winding (SW) of coil. At the 
same time brush (B) on distributor makes 
contact with one of the spark plugs in 
cylinder. By tracing circuit this will be 
made clear. Note all of the commutator 
segments are connected together. The spark 
produced is not a “single” spark, but a 
“succession” of sparks. This vibration of 
vibrator (V) is of course, classed as the 
‘ ‘ electrically ’ f operated vibrator. 

This system with a commutator and vi¬ 
brator coil is seldom used, but instead a 
system producing a “single” spark, which 
is made “mechanically” and without the 
use of a vibrator coil, is the modern method. 


1 * S alS ° treate< * un< * er “Electric Generators”—instructions 27 and 28, see pages 377 



































































MODERN BATTERY AND COIL IGNITION SYSTEMS. 243 


The modern “interrupter, 
breaker,” as it is called, is very similar to 
the interrupter on the magneto and is di¬ 
vided into two types; the open circuit and 
the closed circuit. The open circuit contact 
maker is termed a timer and closed circuit 
breaker an interrupter.** 

Open circuit principle; when the arm (B), 
fig. 2, is raised, contact is made with tung¬ 
sten point screw (C). This closes the pri¬ 
mary circuit but it is immediately opened 
again; termed the open circuit principle, 
because the points of timer are normally 
open, (see also pages 378 and 377.) 

Closed circuit principle; the circuit of 
the primary winding on coil is normally 
closed, because points of timer are closed 
until raised by cam (D). When the “cam” 
or “interrupter” (D), fig. 3, raises the 
arm (B), circuit is momentarily opened but 
immediately closed again. This is termed 
the closed circuit principle. This action 
“interrupts” the flow of current suddenly, 
hence the term “interrupter.” 

Both of these systems have a “mechani¬ 
cal” method of making and breaking the 
primary circuit, instead of the “electrical” 
method, such as thQ vibrator in fig. 1. There¬ 
fore a coil, without a vibrator is used and 
a “single” spark is given at the plug gap, 
instead of a succession. 

Both systems accomplish the same pur¬ 
pose, which is to interrupt the flow of cur¬ 
rent in the primary winding in order to 
cause induced current of a high tension, 
to flow in the secondary winding as pre¬ 
viously explained. 

In the open circuit principle the contact 
must first be made before the current flow 
can be interrupted. This is made very rap¬ 
idly; quicker than the eye can detect. 

In the closed circuit principle the current 
is flowing in the primary and is broken or 
interrupted by the contact points being sep¬ 
arated by the cam; which runs at cam shaft 
speed. 

*The closed circuit advocates, claim the 
advantage of perfect synchronism, due to 
elimination of “electrical and mechanical 
lag, ” whereas the open circuit advocates 
claim economy. 

Electrical lag means that the spark will 
not occur in the same position as regards 
piston travel at any and all engine speeds— 
with a very high speed the piston might 
have a tendency to travel past the point of 
ignition, before the open circuit timer made 
and opened contact, whereas with the closed 
circuit principle it merely opens the con¬ 
tact. 

While all lag factors deal with time in seconds 
their effect on the engine is the number of degrees 
they cause the spark to occur off the point it 
should. Consequently a time factor of only one 
thousandth of a second means only a variation of 
3 degrees at 500 r. p. m. yet means 12 degrees at 
2000 r. p. m. and 18 degrees at 3000 r. p. m. 

Mechanical lag is eliminated much for 
the same reason and the quicker and sim¬ 
pler the mechanism to “interrupt” the flow 
in the primary the quicker the spark. 


For this reason some of the systems have 
been additionally improved by adding an 
automatic advance of the spark, by a gov¬ 
ernor arrangement placed in the timer hous¬ 
ing, so that the timer shaft will advance 
with the speed of the engine and cause the 
spark to occur as near the proper time aa 
possible (see page 248). 

Referring to fig. 3, we have then a simpli¬ 
fied explanation of the closed circuit prin¬ 
ciple—note the interrupter (D). At a 
glance it appears to resemble a magneto in¬ 
terrupter or contact breaker arrangement— 
and it is very similar, although a magneto 
with its “ alternating ” current is not used 
to supply the electric current, but instead, 
a “direct” current is used from the bat¬ 
tery or generator. Yet the same princi¬ 
ple; interruption of the current flowing 
through the primary winding of the coil is 
exactly the same. 

For instance, the flow of current through the 
primary winding of the coil is suddenly “inter¬ 
rupted’’ by the cam raising the interrupter arm 
(B) from contact (A) ; the current is diverted to 
the condenser (not shown here, but a part of all 
coils, see fig. 5, page 228), which is charged to a 
fairly high voltage and which then discharge* 
through the inductance of the primary winding of 
the coil; causing a rapid demagnetization of the 
iron core of the coil that “induces’’ the high ten¬ 
sion current in the secondary winding. This high 
tension current is then carried from the “distribu¬ 
tor” to the spark plugs. 

The system in fig. 3, has been improved by hav¬ 
ing a cam (D) with the same number of projec¬ 
tions as there are cylinders, thereby rendering it 
possible to operate the “distributor and timer or 
interrupter,” at the same speed—see pages 378 
and 377. 

The open circuit principle is carried out 
in fig. 2, and is very much the same, al¬ 
though the circuit is open at all times ex¬ 
cept when arm (B) is in contact with (T); 
the spark really occurs just at the instant 
that timer contacts are opened, that is, the 
contact is “made” and “opened” sudden¬ 
ly, meaning practically the same principle 
as in fig. 3, where the circuit is closed un¬ 
til opened by interrupter. There are as 
many notches (N) in cam (T) as there are 
cylinders. 

Therefore summing up the three distribu¬ 
tor systems of the battery and coil system 
of ignition, we find that tho old style “com¬ 
mutator” system, fig. 1, has been discarded 
and the two systems in general use are as 
per figs. 2 and 3. 

The disadvantage of the “commutator” 
system, fig. 1, is due to the use of a “vi¬ 
brator” coil. See instruction 20. 

Another point to bear in mind is that 
both the open and closed circuit systems 
give a “single” spark, whereas the commu¬ 
tator type gives a “succession” of sparks, 
(see page 250.) 

Another point to remember is that a coil 
without a vibrator is used on both th8 
“open” and “closed” circuit battery and 
coil system of ignition—for previously 
stated a vibrator is not necessary with a 
single spark timer. 


tOpen and Closed Circuit Principle. 
” or “contact 


‘Also claim that it allows the maximum amount of contact which permits complete saturation of coil 
at high engine speeds—and no doubt is a reasonable claim. _ 

tPage 248 shows a typical open circuit type. Page 254 a popular closed circuit type system. See alio 
pages 378 and 377. **We do not adhere to this rule throughout this book as the word timer is 
often mentioned when it is a closed circuit type. 


244 


DYKE’S INSTRUCTION NUMBER NINETEEN. 






D/STR/BUTO* 
covrtf *tt <v o ,,c o. 


CQA/rAc T 
ORCAKFR 

'OR !NTEKUP*tA 

H 

TO SHIFT 
CO/y TACT 

grgaheh 
nous/ hq. 


GHOUHP TO rRArfE, 


Fig. 4 The true magneto type interrupter and distributor for a 
six cylinder engine as used with a ‘‘coil and battery ' system. h«ote 
the “interrupter” and “distributor” operate at different speeds. 
The interrupter cam is revolved from cam shaft but turns 1 Yz 
turns to one of crank shaft. The distributor brush (R) makes one 
revolution to two of the crank shaft. This is due to using a two 
point cam (D). 


W ORM 6-EAH 
DRIVING O/S- 
TRlOUTOfi.D 


G £ HE¬ 
RA TOR 



SPROCKET sonTh 
AH OVER. Ft UN NINO 
CLUTCH GOES HEREM^^JL. 
CONNEC7S WITH SPROCKET 
ON STAR T/NO MOTOR . 


AM SHAFT 
WORM GEAR 

B 

CRANK SHAFT 
WORM GEAR A 

timing mark c ’ 


Fig. 6. Note the gear G, is driven by gear G1 
which in turn is driven by a spiral worm gear from 
the cam gear. This system was used on the Studebaker 
six. See above, for relative speed of interrupter cam 
(D) and distributor brush (R). > (Studebaker generator 
is now driven in a vertical position and ignition is as 

per pages 368, 



Magneto Type 
* ‘Interrupter.” 

A first glance at the interrupter 
and distributor, in fig. 4, the 
reader would think this a “mag¬ 
neto” system and that is the 
reason for illustrating it. To 
show the reader the simplicity, 
and to bring out the difference 
between the “timer” fig. 2, and 
“interrupter” system, fig. 8, 
page 242. 

The contact breaker or inter¬ 
rupter and distributor in fig. 4 
are of the magneto type and 
the principle is practically the 
same as a magneto, but the 
“source” of electric supply is 
not “alternating” current taken 
from a magneto, but is “direct” 
current, taken from a storage bat¬ 
tery or “direct” current gener¬ 
ator if engine is running fast 
enough for the generator to over¬ 
come the battery voltage and re¬ 
charge the battery as explained 
on page 337. 

Here we have practically the same principle 
as explained in fig. 2, page 242, except that the 
circuit is closed until “interrupted” by move¬ 
ment of cam. Whereas in fig. 2, the circuit is 
open until contact points are closed by move¬ 
ment of timer. 

If we applied this system, fig. 4, this page, to 
a four cylinder engine, it would be neccessary 
to revolve the cam (D) twice, during two revo¬ 
lutions of the crank shaft, or the same speed 
as crank shaft, therefore the distributor would 
revolve but once, during two revolutions of 
the crank shaft. Therefore the distributor 
would be geared to run half the speed of cam. 

We could use a cam with four lobes instead 
of two, and run it at one half the speed of the 
crank shaft, causing it to revolve once to two 
revolutions of the crank shaft; then the dis¬ 
tributor and timer would revolve at the same 
speed, or % the speed of the crank shaft. 

Six cylinder engine: Because there are but 
two lobes or projections on the cam (D), in 
fig. 4, and because it opens the circuit twice 
during one revolution of the cam, we would 
obtain two sparks during one revolution. If a 


Fig. 6. The Delco timer: The con¬ 
tact points are open, therefore circuit 
ia open, until closed by cam. How¬ 
ever, the “single” spark occurs at 
the instant the timer contacts are 
opened after making contact. Both 
principles are similar, (see page 878.) 

On a four cylinder engine this cam 
would turn at cam shaft speed. If 
there were but 2 lobeB on cam, it 
would turn at crank shaft 6peed. 


350, 372. 

six cylinder engine, we would need 3 sparks to one revolution of 
crank shaft, or six sparks to two revolutions, therefore the cam (D) 
must turn 1% times to one turn of crank shaft. 

The distributor, however, would turn but 1 time to two revolutions 
of crank shaft, therefore it would have to be geared to run Vi the 
speed of the crank shaft, or 1 turn to two of the crank, because the 
brush (R) must make 6 contacts during its one revolution. 

A simpler plan, would be, to use a cam with 6 projections or lobes, 
instead of two projections, as shown in fig. 2, page 245. This cam, 
with 6 projections would then run at the same speed, as distributor, 
or one revolution to two of the crank shaft. The Studebaker and 
Reo, use a system of this principle, which is the Remy system. 

The coil is a single “non-vibrating” type mounted above the start¬ 
ing motor and to the side of the distributor and interrupter. The 
primary current is taken from the battery or generator, through in¬ 
terrupter, thence primary winding of coil. It is there transformed 
into a high pressure and carried from secondary winding to the dis¬ 
tributor arm (R) and distributed to the spark plugs. 


CHABT NO. 110—The ‘ ‘ Magneto type ” Interrupter as applied to the Modern Battery and Coil 
System of Ignition. (See page 368—later Studebaker system.) 

























































































245 


Parts of a Modern Battery and Coil System of Ignition. 

Tlie parts of this system consist of distributor, timer, ignition coil, spark plugs and 
storage battery—see page 254 for Connecticut, page 24 8 Atwater-Kent, Delco 127 and 377. 

The distributor is usually placed over the timer. First note the timer shaft which is 
driven from the cam shaft, usually by a spiral tooth gear and at cam shaft speed. 

tfThe distributor brush i* 

connected to upper end of 
this shaft and as it revolves, 
makes contact with the 
spark plug terminals. Note 
center contact on rear of 
brush, connecting with sec¬ 
ondary of coil. 

Timer. 

The timer is that part, 
containing the interrupter 
or contact breaker mechan¬ 
ism and is placed below 
the distributor. This mech¬ 
anism simply makes and 
then breaks the flow of 
current in the primary cir¬ 
cuit if open circuit type, 
and opens the circuit if 
closed circuit type. 

The Coil. 

Is the same principle of 
high tension coil as de¬ 
scribed on page 220, but 
without a vibrator. The 
condenser can be built in or 
on the coil but is now often 
placed on the timer (see 
page 252). The coil can bt 
mounted on the dash, sep¬ 
arate from the distributor 


(NSUlATlOf 
CUlNOCR. 


Vo PLUGS 

1 


) 1 

11 i 

J 


’ 

| 


f 


SPARK ( 




The outer circuit. 
In light lines, is the 
secondary; the In¬ 
ner circuit, In heavy 
lines is the pri¬ 
mary circuit 


JUW. 
SPARK 

iDISTWBUT 

22 


GAP WHERE 
/ /77/' SPARK JUMPS 
jyr~' AND IGNITES GAS 

VGRCUND TO 
FRAME AND 
ENGINE 

A diagrammatic Ill¬ 
ustration showing 
the theory cf ail 
types of battery ig¬ 
nition systems 


GROUND 



GROUND 


6.—Diagram illustrating principle upon which the battery and and timer or adjacent to it. 
coil ignition system operates. . (Motor Age.) 


FIG 4- 


5huhi LtP.o fffort 

CificmoK ahoL'M 
fnon Switch Cohncct 

Id This Tchhihal 


f?C5l5TMCt 

Unit 


ftnMAffy Winding 
5c con vats Wincing 

CoNOCNGLH 


Thc vJihu) ToTnfx Tcnnwis Hujt 
NOT Be ffCVCRDCD 

High 7 t>wav Wutc To 
ShH^CCNrcN Of PlCmiBOTOR 

- ■■■■ - T-r-N 



Con Bhackct Must Be 
Cnounoco _ 


Ftg 4. Delco coil; showing winding connections, con 
denser and resistance unit This coil is similar to any other 
high tension coil, without vibrator 


The Condenser. 

For description of condenser and its purpose 
see pages 228 and 378. 

+To test condenser: remove the distributor head 
and have some one crank engine. Notice if there 
is excessive sparking at the timer contact points, if 
so, then condenser is defective. A slight spark, how¬ 
ever, will sometimes be observed with a good con¬ 
denser. 

Testing coil: The mechanic should familiarize 
himself with the spark obtained by removing the 
wire from one of the plugs and letting the spark 
jump to the engine (not to the spark plug). A 
good coil will produce a spark with a maximum 
jump of at least % inch, provided other condition* 
are normal. See pages 236, 253, 418 and 378. 

**Timer Contacts. 



figs. 1 & 2. — Sec¬ 
tional view of Delco 
distributor and top 
view of timer. Timer 
is mounted under dis¬ 
tributor. (see page* 
877, 378 and 132.) 


The timer contacts are called “interrupters’’ or “contact break¬ 
ers’ ’ and are shown on pages 252 and 378. 

The timer contacts shown at D and' C (fig. 1), are two of the most 
important points. They are tungsten metal, which is extremely hard 
and requires a very high temperature to melt. Under normal condi¬ 
tions they wear or burn very slightly and will very seldom require 
attention but in the event of abnormal voltage, such as would be ob¬ 
tained by running with the battery removed (on generator alone) ; or 
with the ignition Resistance unit shorted out, or with a defective 
tcondenser, these contacts burn very rapidly and in a short time will 
cause missing. 

These contacts should be so adjusted that when the fibre block B is 
on top of one of the lobes of the cam the contacts are opened the 
thickness of the gauge on the distributor wrench (usually furnished 
by the manufacturer.)—see page 378. 

Adjust contacts by turning contact screw C and lock with nut N. 
The contacts should be dressed with fine emery cloth so that they meet 
squarely across the entire face—see pages 377 and 378. 

Referring to illustration fig. 2;—shaft which drives distributor 
rotor and timer. High tension current passes from distributor brush 
(Iv) to spark plug terminals. A—is screw for setting position of 
timer cam. Note automatic weights or governor which automatically 
advances the spark. Fig. 5 is not automatic. See page 377. 


•*To set thc timer, see pages 250 to 253, 316, 317, 390, 377, 378. *See foot note bottom page 246 
and page 378 |A defective condenser such as will cause contact trouble will cause serious missing 
of the ignition. See also page 303, testing a magneto condenser. 

tfThe “gap-type” distributor is one used in fig. 6, because contact is not actually made, but jumps to 
spark plug terminals. (see also page 24 7.) A brush type distributor is as per “Bosch,” page 252. 




























































































246 


DYKE’S INSTRUCTION NUMBER NINETEEN. 


fTo set tlie timer (Delco system on Buick 
as an example): (1) Fully retard spark 
lever on steering wheel; (2) Turn engine 
crank until 7° mark on fly wheel is in line 
with center mark, which is approximately 
1" from dead center mark on the fly 
wheel with No. 1 piston on the firing 
stroke. (3) Loosen screw in center of 
timing mechanism and locate the proper 
lobe of the cam. Turn until the rotor brush 
comes under the position which No. 1 high 
tension terminal on the distributor head oc¬ 
cupies when the head is properly located. 
(4) Set this lobe of the cam so that when 
the back lash of the distributor gears is 
rocked forward the contacts will be open 
and when the back lash is rocked backward 
the contacts will just close. Tighten the 
screw and replace rotor and head. The 
shaft runs clockwise when viewed from 
the top, and the spark occurs when the con¬ 
tacts open. Firing order of “six” is 1, 4, 

2, 6, 3, 5; of the “four,” 1, 3, 4, 2. 

The Electric Current. 

For Delco, or in fact all of the ignition 
systems treated in this instruction, is taken 
from a storage battery to start on and to 
run on, under a speed of approximately 10 
miles per hour. Over this speed the current 
is taken from the generator which will be 
explained further on, under the heading 
‘ ‘Generators.” 

^Automatic and Hand 

The advantage of the automatic spark ad¬ 
vance as explained on page 249 is this: With 
the spark lever set at the running position on 
the steering wheel, the “automatic” feature 
gives the proper spark for all speeds except¬ 
ing a wide open throttle at low speeds, at 
which time the spark lever should be slightly 
retarded. When the ignition is too far ad¬ 
vanced it causes loss of power and a knock¬ 
ing sound within the engine. With too late 
a spark there is a loss of power (which is 
usually not noticed excepting by an experi¬ 
enced driver or one very familiar with the 
car), and heating of the engine and exces- 


**Resistance Units. 

Purpose: With the closed circuit type of 
ignition some method must be employed to 
protect winding of the coil, if the switch 
is left “on” accidentally when engine is 
not running. Resistance units and Thermo¬ 
stats are therefore employed. 

Tlie resistance unit used with the Delco 
system is for the purpose of obtaining & 
more uniform current, (see page 378.) 

It consists of a coil of resistance wire wound on 
a porcelain spool as shown in fig. 4, page 245. 
Under ordinary conditions it remains cool and 
offers little resistance to the passage of current. 
If for any reason the ignition circuit remain* 
closed for any considerable length of time, the 
current passing through the coil heats the re¬ 
sistance wire, increasing its resistance to a point 
where very little currert passes and insuring 
against a waste of current from the battery and 
damage to the ignition coil and timer contacts. 
This unit also insures uniform current through 
the primary winding. 

Electric Thermostat. 

• A thermostatic circuit breaking mechan¬ 
ism is used on the Connecticut closed circuit 
system, as explained on page 254. It ii 
used to open the circuit iu case the ignition 
switch is left “on.” See also, p. 359, 36-5 

The Depolarizer Switch. 

Also called a pole-changing switch—used 
in connection w T ith ignition systems is pro¬ 
vided for the purpose of keeping the contact 
points on timer clean. See page 248. 

Advance of Spark. 

sive consumption of fuel is the result, (eoe 
page 377.) 

The reason for using the manual (hand) 
control of spark is as follows: a heavy 
charge burns quicker than a light one. For 
this reason the engine will stand more ad¬ 
vance with a half open throttle than with 
a wide open throttle. The hand control is 
therefore, installed in order to secure the 
proper timing of the ignition due to these 
variations and to retard the spark for 
“starting,” “idling” and “carburetor ad¬ 
justing.” 


Driving the Timer and Distributor. 



Generator 


jc £ 
” S 
22 
oa o 

X 


o 

s Coil 

§gS 


Lower Half 
Crankcase 


Oil 


Exhaust 


Fig. 8. Modern method of driving the timer 
and distributor through the generator shaft. 


The modern method of driving the timer 
and distributor, is from the generator shaft 
as shown in illustration, fig. 8. 

The generator shaft is driven, usually 
by a silent chain, encased. The timer shaft 
is driven from generator shaft by a spiral 
gear and geared so it will run distributor 
and timer at one half the speed of crank 
shaft. 

Quite often the timer and distributor 
shaft is operated from the cam shaft—in 

fact there are various methods employed, 
but in most every instance it runs at cam 
shaft speed (^4 the speed of crank shaft), 
made possible by placing lobes on cam, to 
give the desired number of sparks (see 
fig. 6, page 244, and pages 377 and 378.) 


**It is a very easy matter to check the resistance unit (explained further on), by observing it« 
heating when the ignition button is out and the contacts in the distributor are ’ closed. If it it 
•borted out it will not heat up, and will cause missing at low speeds. See page 378. 

tSee pages 390, 250 to 253, 316, 317, and 132 for Delco. 

*The richness of the mixture and the amount of compression are also factors in the time required for 
combustion to be complete—see pages 377 and 307. 



























247 


MODERN BATTERY AND COIL IGNITION SYSTEMS. 


The Atwater-Kent Open Circui 

As an example of a modem "battery and coil 
system of ignition, we will use the Atwater- 
Kent open-circuit system. (This concern also 
manufactures a closed-circuit system, as illus¬ 
trated on page 249, 250, 252). 

Parts: Consist of: (1) the distributor and 
timer, which is called the Unisparker; (2) the 
coil, which consists of a simple primary and 
secondary winding, sealed in an insulated cylin¬ 
der. The coil has no vibrators, contacts, or 
other moving parts; (3) the depolarizer switch; 

(4) the automatic spark advance. 

The function of the Atwater-Kent system 
is to produce a single hot spark for each power- 
impulse of the engine, accurately timed to occur 
at the right instant to produce the greatest pos¬ 
sible power and efficiency. (See page 250). 


t Ignition System. 



The timer shaft is a % inch shaft, driven 
housing; as shown in fig. 2, page 248. 

The timer shaft is a V 2 inch shaft, driven 

usually from the cam¬ 
shaft and at cam-shaft 
speed. It is also quite 
often mounted on the 
generator and driven 
from it, as shown in fig. 
8, page 246. It should 
always be . installed in 
the coolest location 
available. 


diVT. caP- 

out. cap 
clamp \ 
TIMER 
GCV 

housing 



The contact points in the timer do not touch 
except during the brief instant of the spark. 

The ignition circuit is therefore normally open 
and no current flows, even though the ignition 
switch be left “ closed.’* This dispenses with 
the use of a resistance unit, or thermostat as 
described on page 250, 246 and 254. 


eye to follow the movement (fig. 3).** Note 
that the circuit is closed only during the instant 
of the spark. 

Fig. 4. Shows the lifter ready to be pulled 
forward by the next notch. 

Adjusting AK Open-Circuit Timer. 

Adjustment of gap between contact-points should 
be .010", when lifter (fig. 1, above) is in the notch. 
This adjustment can be made by placing more or less 
thin shim washers (see W fig. 3, page 248) on contact 
screw. 

When taking up this distance between points, due 
from natural wear, remove both screws and dress with 
a very fine file, then replace and shim up to .010". 
The points are made of tungsten steel which is very 
hard. 

Eemember that when points are working properly, 
small particles of tungsten will be carried from one 
point to the other, forming a roughness and dark gray 
color, this however does not in any way affect the 
working of the points as the rough surfaces fit each 
other perfectly. Spark plug gap should be .025". 


The operation of the timer. This consists of 
a pair of contact points, normally open, which 
are connected in series with a battery and the 
primary circuit of a simple non-vibrating induc¬ 
tion coil. 

A hardened steel latch, against which the 
trigger strikes on its recoil and which in turn 
operates the contact points, completes the device, 
see figures 1, 2, 3 and 4. 

The distributor forms the upper part of the 
Unisparker, the high tension current from the 
coil is conveyed by the rotating distributor block 
arm (BA), fig. 2, chart 117, thence to the spark 
plugs in their proper order of firing. 

Gap type distributor; the distributor arm 
(DA) does not touch contacts above it, but 
passes close to them (gap l/50th in.) as it re¬ 
volves and the high tension current jumps the 
slight gap, therefore termed a “gap-type” dis¬ 
tributor. 

Figures 1, 2, 3 and 4 show the operation of 
the Atwater-Kent open circuit timer clearly. It 
will be noted that in fig. 1 the lifter is being 
pulled forward by the notched shaft. When 
pulled forward as far as the shaft will carry it 
(fig. 2), the lifter is suddenly pulled back by 
the recoil of the lifter spring. In returning, it 
strikes against the latch, throwing this against 
the contact spring and closing the contact for 
a very brief instant—far too quickly for the 


The Condenser. 

The condenser instead of being in the coil, is 
located on the timer of both the open-circuit 
type, fig. 6, and on the closed-circuit type, fig. 4 
and 5 and fig. 1, page 249. Note the circuit on 
page 249. The condenser is arranged so jhat 
it short-circuits across the timer contact-points 
for reasons stated on page 228. 

To explain how the condenser is connected, 

see fig. 4, this is the metal cover which is placed 
over condenser to protect it and also to which is 
attached the insulated contact-point of timer. 



This condenser cover is insulated from base of 
the timer by screws 5 and 6 which have insu¬ 
lated washers on them. 

—Continued on page 249. 


**Do not think that these parts do not work properly because you cannot see their movement. Tho contact 
maker of the Unisparker may be likened to a watch, which, because of the small size and extreme accuracy ant 
hardness of its moving parts, is subject to very little wear. Don’t change tension of ntor 

are as manv notches (fig 1) in the timer shaft, as there are cylinders, and as many leads from the distributor 
“ s“rk pluBs a» there are cj“nder8. See lower illustrations, pa g o 248. for parts of the AK open-crcu.t tuner 


distributor. 



















sec'ON oa«m 

\ OR HIGH 
TENSION 
TERr^i ifi At 


PRIMARY 


COIL CORE 


*PA*H 

PLUGS. 


fine wire WINOII ifc) 

OR 9EC0NCAPY. 


THIS WIRE 
rlSCROUNOlD 
TO tMGlNi. 


CONNECTION*. 

rt* PVU4CAii.lt 

IN TOP OF 
OlSTPIBUTOR. 


POLE CHANGING 
SWITC M. Q 


SEC THAT POINTS 
/ ARE FREE FROM 
L 


0!L LIGHTLY. 


metal* 

HARO RwBftc*/ 


TIMER SHAFT 
REVOLVES THR006H 
COVEHOR ARM. 


to PART OP 
GOVENOR AR V\ S 
KEYEDTa ^ 
TOP OP TIMER 
SHAFT. 


>tfAU - 


IN 3 UL ATOrr 


THE 

UNISPARhtR 


^ WHEN TURNED /*+ TURN SIDE 
POSTS ARE CONNECTED 


Atwater-Kent. 

The distributor and timer 
(called the unisparker) ii il¬ 
lustrated in fig. 2, it consists 
of a timer with its contact 
breaker or “maker,” which 
would be more appropriate, 
mounted on the timer shaft, 
but independent of each other. 

The timer is illustrated in 
fig. 3, aud explained on page 
247. 

The governor, figs. 6 and 7, 
is mounted directly under the 
One arm of the gover- 
1), is attached to the 


TO ADVANCE 
H0U3IN9. 


TO 

ADVANCE 

HOUSING 


timer, 
nor i 

upper part of the timer shaft 
which is free to advance with 
the action of the governor. 
The other arm of governor au¬ 
tomatically advances the time 
of spark as the speed of engine increases, by centrifugal action of governor 
weights (GW), as shown. Note position of end of timer shaft (A), at 
retard, fig. 6, and advance, fig. 7. Note at “retard” governor arm (Gl) 
is at (0), whereas at full speed it has advanced to (D). (Marks shown 
on left hand side of housing.) 

The distributor, which distributes the current to the spark plugs (six in 
this instance), in their respective firing order of 1, 4, 2, 6, 3, 5, is mounted 
on the upper end of the shaft. The distributor arm (DA), revolves with 
timer shaft and passes the high tension current to the terminals of the 
distributor, as six sparks are required per revolution, there are six notches 
on timer cam, and the distributor points are spaced 60° apart. 

The coil, is a double wound coil with a secondary and a primary winding. 
The primary current (6 volts), coming from the battery or generator is 
carried through a pole changing switch through timer contacts, where the 
current is opened and closed at the proper time by the contact arm (D) 
(fig. 3), coming in contact with notches (N, fig. 2), which raises latch (E), 
causing contacts (B and 0), which are insulated from each other, to come 
in contact: thereby closing the primary circuit in the coil. This causes a 
secondary current to be set up in the secondary winding of high voltage. 
This secondary current is then distributed to the spark plugs by the dis¬ 
tributor. (Cylindrical type coil now used—see page 249.) 

There are as many notches (N), in the timer shaft as there are cylin¬ 
ders and as many distributor leads to spark plugs as there are cylinders. 

Polarity Switch. 

The polarity switch, is intended to prevent the points on (B and 0) from 
becoming worn and pitted. “Direct” current is used which has a tend¬ 
ency to burn and pit the points, whereas an alternating current is much 
easier on the points. Therefore to alternate the flow of current from N to 
S and S to N or positive to negative and negative to positive —is the prin¬ 
ciple of this style switch. 

As stated above, “direct” current is used with all battery systems, 
therefore a steady flow in one direction has a tendency to deposit the 
metal from one point to the other—but by changing this flow of current 
occasionally, the deposit will be put back to the other point again. This 
is similar to electro-plating. 

Note the action of the polarity switch: D is now flowing negative, A 
is flowing positive. By turning Bwitch one quarter turn, the poles are 
changed; A will become negative and D will become positive. This change 


60VENCR 
“ WEIGHT. 


GOVENOR WHEN WINNING SLOW. 


40VEN0R WHEN RUNNING FAST, 


'Distributor 

Terminal 


Rubber 

Washer. 


Distributor Cep 
Complete 


Distributor Clsmp^a 

Srrrw./tl 


Distributor 

Block. 


Distributor 
Cap Clamp 

( 2 ), 


Upper Contact 
Maker Casting. 


Base Plate with Latch 
(Ll and Stops. 


Insulated Screws (2) 
Complete, 


Contact Spring, 


Lifter, 


Lifter Guide Screw. 


lifter Spring. 


Terminal Screws (2) 
and Washers, 


with Notched Shsl 




ijB 

filil 



0 $ 

) (i W 





1 

; i 

m' 

1 


- — - 1 ■ point? clean. _ 

CHART NO. 117—The Atwater-Kent High Tension Coil and Battery Open-Circuit Ignition System 
with Automatic Advance Timer and Distributor. Upper illustrations are slightly exaggerated. 

♦The later Atwater-Kent system is a closed circuit principle, see flg. 1, page 249 and page 252. Condenser 
not shown on above system, but it Is on timer, per page 247, 249. 




































































































































































































































































MODERN BATTERY AND COIL IGNITION SYSTEMS. 


249 


—continued from page 247. 

Note the terminals A and B of condenser, 
fi£. 5. Terminal (A) is grounded to base (C) 
of timer below it, then insulated washer (3) is 
placed over (A). The other terminal (B), has 
an insulated washer (1) under it to insulate 
terminal (B) • from base. Cover (4) is then 
placed over condenser and terminal (B) makes 
contact with cover. We then have one terminal 
(A) of condenser grounded to base (C) and other 
terminal (B) connected with cover (4) which 
is insulated from base. The circuit would then 
be as shown in fig. 1, page 249. 

It is seldom necessary to remove condenser, but If 
ignition fails in case timer should become water soaked, 
feel of coil, with switch on, it should show some heat 
from current passing through resistance unit in coil, 
you will then know current is passing through the 
coil allright, therefore open switch. Then remove dis¬ 
tributor cover and condenser cover and clean all con¬ 
tacts and screws and replace condenser cover, also 
wipe water from the other parts and wires. The 
ignition may also fail by these screws coming loose, 
however, this seldom happens but if ignition fails, 
yet you know the current is passing through the coil 
and no spark can be obtained, then this might be 
investigated. 

Oil. Use light machine oil at points shown by 
lines on open-circuit timer, fig. 6, page 247. 

Testing. 

If engine misses without regard to speed, test each 
cylinder separately by short-circuiting the, .plug with a 
screw driver, allowing a spark to jump.. If all cylinders 
produce a good, regular spark, the trouble is not with 
the ignition. 

If any one cylinder sparks regularly, this will in¬ 
dicate that the system is in working order so far as 
the Unisparker and coil are concerned, and the trouble 
is probably in the high-tension wiring between the 
distributor and plugs or in the plugs themselves. Ex¬ 
amine carefully the plugs and wiring. Leaky secondary 
wiring is frequently the cause of missing and back¬ 
firing. 

Frequently, when high-tension wires are run from 
the distributor to the spark plugs through metal or 
fibre tubing, trouble is experienced with missing and 
back-firing, which is due to induction between the 
various wires in the tube. This trouble is especially 
likely to happen if the main secondary wire from the 
coil to the center of the distributor runs through this 
tube with the spark plug wires. 

Wherever possible, the distributor wires should 
be separated by at least V 2 inch of space and should 
be supported by brackets or insulators rather than run 
through a tube. In no case should the main distribu¬ 
tor wire be run through a conduit with the other wires. 

If irregular sparking is noted at all plugs, ex¬ 
amine first the battery and connections therefrom. 
If the trouble commences suddenly, it is probably 
due to a loose connection in the wiring. If grad¬ 
ually, the batteries may he weakening or the con¬ 


tact points may require attention. See that contacts 
are clean and bright, and also that the moving parts 
are not gummed with oil or rusted. 


wiring. 

The wiring of the AK open-circuit system is 
shown on page 248. 



Fig 1 


Rotor Sets on 
top of Camshaft 

Thu Contact Point 
Grounded to 3ase<^ 
Insulated Contact ( 
Point Connects t* ** —— 
With Insulated 
Condenser Cover 
Insulated Screw 6 

Condenser Covet 
Insulated from 

Base 


One Term* 
B • inal of 
1 Battery 

i Grounded 
« 

..jsg 

T One Term¬ 
inal of 
A Timet 
Grounded 


-j-Conder.ser Under 
■ y Cover; End A 
Base of Timer y Grounded; End 
B Insulated 


The wiring of the AK closed-circuit system, 
which is the model CC, is shown above, also 
page 252 and explained on page 250. 

Fig. 1. Circuit of the AK closed-circuit timer. Note 
one wire from timer and one wire from battery is 
grounded, therefore it is a “single-wire” system. 
The open or closed-circuit system could use either 
a “single” or “two-wire” system. 

To trace primary circuit, start at switch, follow 
black line to insulated terminal (4), then to insulated 
contact point through grounded contact point to 
grounded terminal, to ground (T) to ground on battery 
(B). (Note condenser connects across (he contact 
points). 

To trace serondary circuit start at SI, thence to 
distributor rotor, through spark plug to ground (Sg) 
through primary wire to (S2) where secondary is 
grounded to primary wire in the coil. 


^Explanation of the Automatic Advance of Spark. 


**Governor: The Delco and Atwater-Kent 

systems employ a mechanical governor for ad¬ 
vancing the spark when the engine is speeded. 
A governor of the centrifugal type is employed 
on both systems, but of slightly different con¬ 
struction. The purpose of the governor is to 
cause the timer notched shaft to turn in the 
direction of rotation, causing the contact to 
make and break earlier as the speed increases. 

For instance; refer to fig. fi, page 248. As¬ 
sume engine is running slow and governor is in 
retarded position. Note position of notch (A) 
in top of timer shaft. If engine is speeded up, 
the governor weights (GW) fly outward, causing 
timer shaft to turn further advance in direction 
of rotation—it is clear to see that the contact 
would be made sooner at D and E (fig. 3). 
The top of timer shaft is driven through the 
governor arm—see fig. 2. 


In addition to the governor advance—the 
distributor housing can also be advanced by 
hand, the two working independent of each other 
(see fig. 3), L is connected with spark lever on 
the steering wheel. 

The manual or hand control is for the pur¬ 
pose of securing the proper ignition control for 
carburetor adjusting, slow idling, retard for 
starting and variable conditions which cannot be 
held constant. 

The automatic spark control is for the purpose 
of securing the proper control duo to variations 
in speed alone, and all that is required for nor¬ 
mal driving is to secure the proper spark con¬ 
trol for slow driving from 10 to 15 miles per 
hour (set the spark lever about % advanced) 
and the automatic feature will give the proper 


*The advance and retard of spark is explained under Ignition Timing—pages 305 and 307. 

**Atwater-Kcnt supplies the Unisparker with or without governor. tUse Va" outside dia. of insulation for 
secondary wire. 












































250 


DYKE’S INSTRUCTION NUMBER NINETEEN. 


spark position for all higher speeds and for all 
lower speeds, excepting when the throttle is 
wide open, at which time the spark lever should 
be slightly retarded. 

Where the hand spark control lever is used, it 
should be so proportioned as to give not more than 
V* to % inch of movement, for the entire range of the 
spark lever on the steering wheel sector. 

Range of spark advance: The high tension 
distributor is carried on a central shaft, which 
connects below the governor, so that the dis¬ 
tributor block is not moved by the automatic 
advance mechanism. This permits of a wide 
range of spark advance without affecting the 


synchronism. The maximum advance is about 
45 degrees, of crank shaft travel; at 2400 r. p. m. 

The source of electric supply for this system, 
also all other systems of this kind, is from the 
storage battery. The storage battery, as pre¬ 
viously explained is charged from an electric 
generator run from the engine. 

The current consumption is very small, but the 
strength or pressure of current us required by the coil 
is necessary for a single spark system. ’therefore 
keep the battery fully charged at all times. 

In case of an emergency, dry cells can be used 
connected six in series. If dry cells are used, they 
should be insulated from each other by wood or fibre 
battens for if damp they will give but little service. 


*The Atwater-Kent Closed Circuit Ignition System. 

The closed-circuit timer is shown in illustration. 
Contacts are normally closed by spring (D). Rota¬ 
tion of cam (C) brings it in contact with fibre tip 
(T) on contact arm (A), thus separating contact- 
points and breaking the circuit at which instant the 
coil delivers the strongest current. 


The closed-circuit system is similar in many 
respects to the open-circuit system, except the 
timer, or interupter is constructed differently. 
The points are normally closed instead of open. 
This system is termed the type “CC” per fig. 
1, page 249 and page 252. When it is equipped 
with a governor or automatic advance it is term¬ 
ed the type “CA M . 

When using a closed-circuit timer, it is necessary 
to use resistance in connection with the coil, else the 
coil might be damaged if switch was left on when 
engine was not running, as the timer points are 
normally closed. The resistance unit also protects 
the coil during variations of speed of generator, which 
slightly increases in voltage at high speeds, when 
generator supplies current foy ignition. At low speeds 
the battery (6-volt) supplies current for ignition. 

At medium and high speeds generator supplies current 
for ignition (about 8 or 9 volts). See also, page 246, 
“Resistance Units.” 



Adjustment of points can 
be made by loosening screw 
(S) and moving arm (B). 

The gap between contact- 
points should be .006". 
Spark plug gap .025". 


Timing the Atwater-Kent 

Open-circuit type when hand spark control is not 
used (automatic advance): .First, place piston of No. 
1 cylinder on top of **compression stroke. Second, 
slowly turn unisparker backwards until a click is 
heard which is the exact instant of the spark. Third, 
tighten set screw on timer shaft which was loosened 
when starting to time. Be careful to not change 
position. Fourth, remove distributor cover and note 
position of distributor block or rotor. It should be 
on terminal for No. 1 cylinder. Then see if wires from 
distributor are connected properly as per firing order 
of cylinders, keeping in mind the direction which 
rotor turns. 

The spark set thus, is on top-dead-center retarded 
and the governor action will take care of the advance 
as the speed increases. 

Closed-circuit type when hand spark control is not 
used (automatic advance) : The timing is the same 
as above, except the timer should be turned back¬ 
wards until the contact-points commence to open. As 
it opens the spark occurs. A good way to test is to 
have spark plugs on top of cylinders and current 
on so the spark can be seen at points of plugs. If 


Ignition Systems. 

the timer with automatic advance is use.d in connec¬ 
tion with the regular spark lever on steering wheel, 
then do not give over % or 94" movement of timer 
from full retard to full advance. 

Open-circuit type with hand spark control: The 
setting is the same, except position of spark advance 
lever on steering wheel should be within %" of 
full retard and lug on timer should have %" to 
movement from full retard to full advance. After 
retarding spark lever to within %" (full retard, then 
with driving member loose, piston on top of com¬ 
pression stroke, turn backwards until a click is heard, 
at which point set the timer. Then see “Fourth” 
procedure above. 

Closed-circuit type with hand spark control: Same 
as above except the timer is turned backwards until 
contact points commence to open, at which point 
set the timer by set screw or clamp, or if driven by 
a shaft on which timer can’t be loosened, then the 
setting can be made with the advance lever shaft or 
drive gears loosened. The lug on timer should have 
%" to 1" movement from full retard to full advance. 


Single vs. Succession 

An vibrator coil makes several sparks, usually 
starting before piston is on top of compression, 
and ending after top of compression. The hot¬ 
test spark ignites the gas. The spark should 
occur before top of compression and ignite the 
gas before top is reached, so that combustion 
will have time to take place on the top, at 
the point of highest compression, and not after 
the top, when compression is being lowered. 
See page 307. 

Fig. 8 represents the Remy, Delco, Westinghouse 
and Atwater-Kent ‘‘single spark”—a hot one at the 
right time, which causes gas to ignite quick without 
lag and consumes little current. 

Fig. 9. Note the succession of sparks. This repre¬ 
sents the sparks as they occur on the old style vibra¬ 
tor coil—several after top of stroke. The hottest 
one ignites the gas, but usually late. 

*See page 544 “Specifications of leading cars” for c 
pression stroke.” 


of Sparks. 



Fig. 8. Fig. 9. 

using the AK system. **See index “finding com- 


























MODERN BATTERY AND COIL IGNITION SYSTEMS. 


251 


**The Remy Ignition System. 


The Remy ignition system consists of the 
combined timer-distributor unit, a coil and 
the swi-tch (see chart 118). The system 
operates on the closed-circuit principle, and 
is distinguished by the fact that it has but 
two moving parts—the cam and the breaker 
arm. The system is made for four-, six- and 
eight-cylinder engines. 

In operation, the rotation of the cam C 
brings its corners in contact with a fibre 
plug which is riveted to the breaker arm. 
The arm thus is lifted, separating the con¬ 
tacts. Inasmuch as the moving parts are 
very light and a considerable period is al¬ 
lowed for the saturation of the primary 
winding in the coil, both mechanical and 
electrical lag are practically eliminated. 

Only hand advance of the breaker mech¬ 
anism is provided. 

Whole mechanism stationary: Another 
feature of the Remy unit is that the whole 
mechanism is stationary. Advancing or re¬ 
tarding the spark does not move any of the 
wiring. This is accomplished by’ mounting 
the breaker mechanism on a plate. The 
plate is attached to the advance lever and 
is moved with it, thus rotating the breaker 
mechanism partly around the cam. 

The distributor mechanism consists of the 
usual Bakelite cover, with the terminals 
molded in place. There is no wiping con¬ 


tact, the spark jumps from the radial dis¬ 
tributor arm to the terminals. Wear, there¬ 
fore, is eliminated. 

On top of the coil there is a miniature re¬ 
sistance coil in series with the primary wind¬ 
ing. This is to protect this winding in the 
event the engine should remain idle for any 
length of time with the switch closed. In 
short, it protects the winding and also pre¬ 
vents excessive drain on the battery. 

Remy adjustments: Under ordinary conditions 
the contact points, which are iridium-platinum 
or tungsten should not require attention more 
than twice a season. 

They should be dressed with a fine flat file to 
present perfectly smooth surfaces. 

The contacts should be adjusted with the 
wrench provided so that the maximum opening is 
.020 to .025 in. The rebound spring should be 
at least .020 in. from the breaker arm, when the 
contacts are at maximum opening. 

For best results the spark-plug gaps should be 
.025 to .030 in. 

If the engine misses when idling or at light 
loads; the gaps at the plugs should be wider. If 
the engine misses at high speed or when pulling 
hard the gaps should be narrower. 

The oiler on the shaft should be kept filled with 
medium cup grease and screwed down two or 
three turns occasionally. On some instruments 
a wick oiler is used. In this case use pure vas¬ 
eline instead of grease. 

Manufacturers are Remy Electric Co., Ander 
son, Ind. 


f Westinghouse Ignition System. 


Battery and coil ignition system is of the 
closed circuit type (see chart 118). It is 
made for 4, 6 and 8 cylinder engines. 

The timer-distributor unit is vertically 
mounted and is operated from the cam shaft 
or can be attached to generator, as all other 
systems of this type can be. Only hand op¬ 
erated advance is provided. 

The condenser is mounted close to the 
breaker mechanism, being below the coil and 
distributor. Note the condenser, coil and 
breaker are all in one unit. 

A metal ring can be slipped upward to 
permit inspection or adjustment of the con¬ 
tacts. 

The distributor is the same as that used 
in the regular Westinghouse systems in 
which a circular carbon brush make con¬ 
tact with terminals embedded in the cover. 

The standard ignition switch is of the 
* snap type and combines the lighting 
switches in one plate which is mounted 
flush on the dash. Each time the ignition 


switch is turned the polarity of the cur¬ 
rent is reversed, therefore it would be 
termed a polarity switch (see chart 117 
for principle). 

Westinghouse adjustments: In adjusting the 
breaker the contacts should be dressed with a fine 
file and adjusted so that the maximum opening 
is .012 in. Spark-plug gaps should be .025 in. 

The distributor brushes should slide freely in 
their holder and the spring should push the top 
brush out so as to extend from the holder about 
in. when the distributor plate is removed. 

In the back of the switch plate there is what 
is termed a “ballast coil” (for same purpose as 
“thermostat”—chart 119). This is a small re¬ 
sistance in series with the final winding, and is 
to protect the winding and prevent excessive drain 
on the battery, should the engine remain idle with 
the switch in the “on” position. If this should 
be accidentally broken the ballast terminals may 
be temporarily short-circuited with a piece of 
wire or with a standard 5-amp. fuse. 

The only lubrication required will be two or 
three drops of oil about once a month in the oil 
cup provided on the side of the distributor unit. 

Manufacturers are Westinghouse Electric Co., 
rittsburg, Pa. 


The Connecticut Ignition System. 

Is a typical example of a closed circuit to a magneto interrupter—which interrupts 

type and is made for 4, 6 and 8 . cylinder the flow of current—however, other systems 

engines. This company calls the interrup- as the Remy and other closed circuit battery 

ter and distributor, which is mounted in and coil ignition systems also call the timer, 

one unit—an “igniter .” They also term interrupter, as it is exactly the same prin- 

tho timer, interrupter, because it is similar ciple. (see pages 252, 254, 364 and 358.) 

*See charts 229-234 for “Specifications of Leading Cars,” for cars using these different system* ** . 

**See page 318 for example of timing Remy ignition on Chalmers. 

♦See also pages 346 and 348. tSee also, page 348. 


252 


DYKE’S INSTRUCTION NUMBER NINETEEN. 



To Spar*. puagS-- 

DISTRIBUTOR- 


GROUAIO 

TOTRAMS 


Model CC Atwater-Kent closed-circuit ignition 
system, see pages 250-249. 


Connecticut closed-cir¬ 
cuit timer. Rotation of 
cam C brings high points 
in contact with fibre rol¬ 
ler R on arm A, thus 
opening contact-points. 
See pages 253, 254, 

364, 358. 



timer c 

BREAKER 

MECSANI5M 

DlReCTUT 

UNDER 

DISTRIfiUTOff 


ICNTTWW 

SWITCH 



Remy is a closed-circuit 
timer. When cam C is rotated 
* it touches the fibre block in 
contact arm A. thus separating 
the contact-points. See pages 
253, 350, 924. 


To Spark Plugs 



Splitdorf closed-circuit timer (type T. D. C. & 

T. O. C.) Points are set .015" for 4 cyl. engines: 
.010" for 6 cyl; .008" for 8 cyl. engines. 



ICNITIOH 

SWITCH 


BATTERY 


The Westinghouse is a closed-circuit timer. 
Rotation of cam C brings it in contact with block 

on arm A, thus 
separating the 
contact-points. 

Adjustments are 

made by loosen¬ 
ing clamp screw 
S and turning 
nut T. See pages 
253, 346, 348. 


Bosch is a closed-circuit timer. Rotation of 

cam C brings 
it ngainst the 
fibre block in 
the contact 
arm A, thus 
separating the 
contacts. 



_ 0 

OPfYt ORCuTt Typ£ 


Pittsfield timer is an open-circuit type. The 
contacts are brought together and separated me¬ 
chanically When cam C is rotated its high spots 
first touch the lower arm A, bringing contacts for¬ 
cibly together and holding them until cam rotates 
further against block F, thus separating contacts 
again. Plug P is a felt oiler. 


CHART NO. 118—Examples of Coil and Battery Ignition Systems. 

°l Lea . din f Cars ” for make of iKnition sterns used on leading cars 
pages 250, 254, 378, 542 for adjustments of contact points. See page 378 for Delco timers * 



See 









































































































































































MODERN BATTERY AND COIL IGNITION SYSTEMS. 


253 


**Example of Timing Connecticut Ignition System. 


By referring to chart 119, the Connecticut 
system is made clear. Note the thermostatic 
principle used with this system. 

To time breaker and distributor (Mitchell six, 
as example). When replacing, if for any cause it 
becomes necessary to remove breaker and distri¬ 
butor, crank engine by hand until piston of No. 
1 cylinder (first from front end of car) comes 
upon its compression stroke and stop when the 
1-6 mark on flywheel is on top in a line with 
flywheel indicator. At this point the piston is at 
the uppermost point of the compression stroke or 
“dead center.” You can determine when the 
piston is coming up on the compression stroke by 
opening the relief cock on the cylinder and hold¬ 
ing your finger over the opening. 

Now advance spark lever on the steering wheel 
one-quarter of the way. Remove distributor cap, 
then set the combination breaker and distributor 
on driving shaft with set screws loose, connect 

Testing Ignition 

This not only applies to the Connecticut system, 
but to other systems of the same kind. Also see 
chart 192 and pages 249, 235. 

Testing coil: In order to determine if the coil 
is operating properly, secure a piece of wire and, 
holding one end to the frame of car, engine cast¬ 
ing, or other metallic “ground,” bring the other 
end to within one-quarter inch from the point where 
the high tension wire (running from the coil to 
the central terminal of the igniter) leads from the 
coil, and turn the engine over by hand with the 
switch on. If a spark occurs at this point and 
not at the igniter, the trouble is in the high ten¬ 
sion wire which leads from the coil to the igniter. 
If, however, no spark occurs at either point, see 
if the safety gap in the top of coil is wet. In 
this case dry out the coil for several hours in a 
warm oven. The safety gap may be observed by 
removing the cover on the top of coil. 

If this does not correct the trouble and the 
primary circuit is intact it is evident that the coil 
should be replaced or returned for repairs. 


advance lever, turn hub on the shaft, in direction 
of rotation (anti-clockwise) until contact points 
are just opening, which is the point at which the 
spark takes place, then tighten the hub let 
screws. 

Now replace the distributor cap, carefully notic¬ 
ing which segment of the distributor brush is op¬ 
posite, for this is. the connection to the spark 
plug of No. 1 cylinder. Now connect up the bal¬ 
ance of the spark plugs in their firing order—1, 
5, 3, 6, 2, 4, 

On the Dort car which uses this system, the pis¬ 
ton is placed on top and spark lever retarded. 

The Chevrolet timing: Place piston on top of 
compression stroke. (See fig. 19, page 636.) Re¬ 
tard spark, loosen set screw and turn igniter unit 
until contact points are just opening, which is the 
point for spark. Tighten the set screw. The firing 
order is 1, 2, 4, 3. Therefore connect plug ter¬ 
minals accordingly. (see chart 179.) 

Circuits and Parts. 

It is a good plan to regularly examine the 
clamping rods holding the coil to the generator, 
tightening when needed to prevent vibration from 
loosening the terminals or breaking them. 

Test of primary circuit: When testing the 
primary circuit there are practically only two 
things to be taken into consideration, namely, the 
condition of the contact points in the breaker box 
and the wiring. 

When tracing the primary circuit, first see if 
any of the fuses have “blown,” then trace all 
the wiring of the ignition circuit. 

Testing Ignition switch: In order to test switch 
and determine if current flows through it, attach 
a wire to the negative terminal on the storage bat¬ 
tery and remove the wire from terminal on coil. 
Then push the ignition button on left end of 
switch in and make and break the circuit with 
the two wires by touching their free ends together. 
If a spark occurs, there is a circuit through the 
switch. If a spark is not obtained there it 
doubtless an open circuit in the interior, there¬ 
fore it should be returned for repairs. 


Tlie Bosch Ignition System. 


The battery ignition system developed by 
the Bosch Magneto Co., nearly ten years 
ago has not been altered greatly. It oper¬ 
ates on the closed-circuit principle and is 
supplied for two, three, four, and six- 
cylinder engines. 

The complete system consists of a com¬ 
bined timer and distributor and a com¬ 
bined switch and coil, the latter to be 
mounted on the dash. 

The breaker mechanism is simple, rotation 
of the cam C (see chart 118), pressing a 
fibre block separates the contacts which are 
normally closed by a spring. 

The distributor is fully as simple and is 
mounted directly over the breaker. Only 
hand operated advance of spark is provided. 

The switch incorporates the vibrator at¬ 
tachment to facilitate starting when the 
engine is cold or the carburetor out of ad¬ 
justment. This mechanism is controlled by 
the pointed button in the center of the 


switch plug. Under normal starting condi¬ 
tions momentary pressure on the button will 
produce a single spark at the plug. Turning 
the plug to the right and depressing it makes 
the necessary connection to provide a con 
tinuous stream of sparks at the plug. If de 
sired the button can be locked in this posi¬ 
tion until the engine has started. 

The switch provides for the use of a mag¬ 
neto, the engine running on the magneto with 
the switch in one position and on the bat¬ 
tery with the switch in the other position. 

There is only one adjustment, and this is for 
the gap at the contacts. With the fibre block 
resting on top of the cam, the contacts should be 
separated about .016 in. To alter the adjustment 
the lock nut must be released first, and carefully 
secured after the adjustment is made. Occasion¬ 
ally expansion of the fibre bushing prevents the 
free movement of the lever, and in this case the 
bore of the bushing can be slightly enlarged with 
a reamer. No lubrication is required. 

Also see chart 133, fig. 3, and instruction 21, 
for diagram, etc., of the Bosch battery and cojl 
system. Spark plug gap should be .020 to .025". 


Delco Ignition System. 

The Delco coil and battery ignition sys- made in both the open and closed circuit 
tem is another popular system. It is treated principle—see pages 37 7 and 37 8. 

under instruction number 2 8-A, and is 


‘Note.—The coil and battery ignition systems treated under this instruction are also treated fur¬ 
ther on under instructions number 27 and 28. 

**To suit individual requirements it may be necessary to advance the ignition slightly when 
timing, if greater speed is required, or to retard it slightly for very slow running. This is done by 
loosening set screw and turning igniter with rotation of shaft if it is found to be timed early or 
against rotation if it i* found to be timed late.' 


254 


DYKE’S INSTRUCTION NUMBER NINETEEN 




spark gap 


Tig. 4 Switch 



rig. l- Interrupter 
or Timer 


Connecticut Ignition. 

Timer or interrupter (fig. 1, 2 above) is 
the model 14 and 15, where both contact 
points (U); one on arm A, the other on (B), 
are insulated from each other and two wires 
connect with terminals T and T1 from coil, 
battery and switch. E is a fibre roller and C 
cam, which turns at % the engine speed and 
has as many lobes as there are cylinders. 
Both contact-points are normally closed until 
separated by cam C. 

Distributor sets above the timer, and rotor 
or distributor arm sets on top of cam-shaft 
and revolves at the same speed as timer cam. 
The rotor in the model 14 and 15 is of the 
“brush-type” contact (R), which makes a 
wiping contact. 

The model 16 timer-distributor shown be- 





t'lgurc 4. 


primary 
wire 


fTo Renew Interrupter Points 

**A complete breaker-plate is in¬ 
stalled. To disassemble: 

Fig. 1, Unclamp spring; remove 
dist. cover. 

Fig. 2, Remove dist. arm. 

Fig. 3, Unscrew retaining screws. 

Fig. 4, Lift breaker-plate and un¬ 
screw nut and loosen primary 
wire. Install new breaker-plate. 

See also, pages 359, 365. 


low, is very similar, except instead of having 
two binding-posts to timer there is one bind¬ 
ing-post and a wire. The distributor rotor 
(or arm) is of the “gap-type” as explained 
on page 247. 

Coil is a non-vibrating type. A spark-gap 
is provided to protect coil from increased 
voltage and liability of puncture to winding 
insulation if spark plug or secondary wires 
come loose. 

Switch on above system is the model G. 
When B button is pressed the storage battery 
supplies current for ignition. When M but¬ 
ton is pressed the magneto supplies current 
for ignition. When lower button is pressed 
it will release either of the above, which ever 
may be in. 

The thermostat as explained below and fig. 
5 above, is contained in the back of the 
switch. This switch is now seldom used ex¬ 
cept where magneto ignition is employed. The 
switch below is the model 41Y ignition and 
lighting switch with thermostat. Where a 
generator is on car, it is connected with a 
separate cut-out, between battery and switch. 

*Timer Adjustments. 

Opening of contact-points should be .016" 
for a 6 cylinder engine and .020" for a 4 
and .012" for an 8. When adjusting, roller R 
(fig. 1 above) should rest on point of cam 
(C). Set spark-plug gap .022". 


Ignition Thermostat. 

Is enclosed in rear of switch fig. 4. See page 
358 and note on the Overland it is in the “combina¬ 
tion switch’ ’ box on steering column. 



An automatic thermostat 19 
the Connecticut system breaks 
the circuit In the event that 
the switch Is left In the "on" 
position with the'’motor Idle. 
The light switch and dimmer 
are housed at the right 


LIGHTING 

SWITCH 


DIMMER 


-orr 


IGNITION SWITCH 


Purpose is to open the circuit, should switch be 
left on when engine is not running, per page 358. 

The thermostat consists of blade—T, (see figs. 
5 and 6), which heats when current passes through 
it for from 30 seconds to 4 minutes without .inter¬ 
ruption and causes it to bend to contact with L. 

This completes an electrical circuit which en¬ 
ergizes the magnets (M), causing releasing ham¬ 
mer (K), to operate like the clapper in an electric 
bell. This arm strikes against a plate (P) which 
releases whichever of the two ignition switch 
buttons in switch may be depressed or “on.” 
Thermostat can be set to act from % to 4 min. 


Adjusting screw (fig. 5), is provided directly 
over thermostat spring (T) which regulates the 
time. If thermostat was made to disconnect in less 
than 30 seconds it would probably “kick-off’’ when 
putting on ignition, before engine could be started. 




CHART NO. 119—Connecticut Coil and Battery Ignition System. Example of Closed-circuit In¬ 
terrupter (Conn. Telephone and Electric Co., Meriden, Conn.). See also, pages 359, 365. 

*See page 253 for timing the Connecticut ignition. **Illustrations show model 16 interrupter. Similar method 
is used on model 15. fAfter installing new breaker-plate reassemble and adjust, per page 253. 












































































































INSTRUCTION No. 20 . 255 

A BRIEF REVIEW OF THE VARIOUS COIL IGNITION 
SYSTEMS: Advantages and Disadvantages. 


We have now mastered the various meth¬ 
ods of producing an electric spark for ignit¬ 
ing the gas with a “primary” or low ten¬ 
sion coil and a “secondary” or high ten¬ 
sion coil. Before proceeding with the sub¬ 
ject of magneto ignition (“alternating” 
mechanical source of electric supply), we 
- will summarize the various systems. 

Low tension coil systems; disadvantage of 
the “make and break’’ is its lack of “flex¬ 
ibility” and slow spark. It would be con¬ 
sidered fairly good for a slow running con¬ 
stant speed stationary or marine engine. 

**Coil with vibrator; disadvantage of a 
vibrator coil is its tendency to miss; if 
battery is weak, vibrator will not operate— 
If too strong, points on vibrator will weld 
together and stick, causing missing. Spark 
is not fast enough. Consumption of current 
rather heavy. See page 250 for “succession 
of sparks and single spark.” 

Master vibrator coil—(chart 110). Where 
a system is already equipped with a multi¬ 
ple of vibrator coils, this would be an ex¬ 
cellent method to improve it. Disadvantage 
—sticking vibrator—all work on one vibra¬ 
tor—succession of sparks. 

Dry battery as source of electric supply— 

disadvantage is unreliability. A battery of 
5 or 6 dry cells will do fairly good work 
when fresh for short periods of time—pro¬ 
vided two sets are used and the use alter¬ 
nated from one to the other. It gets weaker 
as used, however, and is unreliable. In¬ 
tended for “intermittent” work—as ring¬ 
ing door bells, etc., where used only for a 
few seconds at a time (see fig. 3, page 214). 

Storage batteries — are better, as they 
maintain their pressure until exhausted. 
Contain greater quantity of current and are 
far more satisfactory—disadvantage—must 
be recharged when exhausted and operator 
must watch it for fear of running down. 

Battery, coil and magneto—the battery 
and coil ignition, using dry cells or a 
storage battery, could be used for starting 
engine and the magneto used for ignition 
after starting—disadvantage—would be that 
dry cells would soon get weak and the stor¬ 
age battery would require charging in time. 
If a generator or dynamo (direct current) 
was connected to engine to charge the bat¬ 
tery, this would be an improvement but 
would add another piece of machinery. The 
magneto generates “alternating” current, 
therefore is not suitable for charging a bat¬ 
tery and can only be used independently for 
ignition. 

High tension magneto alone—the magneto 
generates a very hot and voluminous spark 
which is desirable, as the time between igni¬ 
tion and actual combustion, as explained on 
pago 307, is less, with result that more 
power is obtained (similar reason as “dou¬ 
ble” and “two-spark” ignition is an ad¬ 
vantage, page 277). The disadvantage is 
that the magneto must be turned fast enough 
to generate current when starting and this 
can not always be relied upon when crank- 
ing by hand, therefore some form of starter 


must be employed. The popular type of 
magneto starter is the “impulse starter” 
as explained on page 832. It is used exten¬ 
sively on truck and tractor engines as ex¬ 
plained on page 277. This overcomes the 
starting disadvantage, but is not altogether 
desirable for pleasure cars. 

The Electric System in General Use. 

Battery, coil, generator and electric start¬ 
ing motor—a very satisfactory system and 
one which is now generally used for pleas¬ 
ure cars is an ignition system using a high 
tension coil without a vibrator and a 
“closed circuit,” “single spark” timer. 
The source of the electric supply for 
ignition and starting motor being taken 
from the storage battery when starting 
engine and after engine is up to speed the 
“direct current” generator charges the 
battery and supplies current for ignition 
and lights. Advantages of this system would 
be a constant source of electric supply, a 
hot spark regardless of the speed of the en¬ 
gine, ease of starting engine and a con¬ 
stant source of electric current for lights 
when car was idle or running. See pages 
248 to 254 and page 378 for this ignition 
system and page 334 and 410 for a diagram 
explaining this system. 

The question then arises, why use only a mag¬ 
neto on a truck and this system on a pleasure 
car. The answer is as follows; to avoid compli¬ 
cation. The driver of a truck seldom runs the 
truck after dark and seldom at a high rate of 
speed. A truck must be operated on an efficient 
basis, therefore the added complication of battery 
and starter is eliminated—see page 277. 

On the other hand, the pleasure car is driven 
considerably at night and quite often at a high 
rate of speed, therefore strong lights are essential. 
The pleasure car driver also demands an easy 
method of starting. Inasmuch as a starting motor 
and strong lights consume a great deal of cur¬ 
rent, then it is necessary that a generator be sup¬ 
plied to continually charge the battery while run¬ 
ning, therefore, if a battery is required, and a 
generator to charge the battery, then by adding 
a timer, distributor and non-vibrating high ten¬ 
sion coil we have added an ideal ignition system, 
thus combining all the desirable features and 
eliminating entirely the magneto. 

Disadvantage of the battery, coil, genera¬ 
tor and electric starting motor system 

would appear to be (1) the probabilities of 
the dynamo at high speed burning out the 
ignition coil, as the voltage increases with 
speed of dynamo—or (2) when running 
slow, the connection being between the 
storage battery and field coils—current 
would flow from battery into generator. 
This, however, is all taken care of (1) by 
“regulation” of the dynamo field windings 
so the output remains constant at low or 
high speeds (2) by a “cut out” arrange¬ 
ment—which is explained on page 334. 

The greatest source of trouble with this 
system is the storage battery, as it requires 
careful watching, but by having the bat¬ 
tery tested about every two weeks and see¬ 
ing that generator is charging the battery 
while running, which is a simple operation, 
battery troubles can be eliminated. 

Dual and Double Ignition. 

See page 277. 


*See “Specifications of Leading Oars,” pages 543 to 546 for ignition systems used on leading cars 
**See page 243; and note a vibrator coil would have an “electrical and mechanical lag. 


256 


DYKE’S INSTRUCTION NUMBER TWENTY-ONE. 



Fig. 5. A dynamo or mechanical generator of “direct” current. Note this type of generator can 
hare either “permanent” or “electro” magnets, but the armature is always DRUM wound with a com¬ 
mutator on end of armature shaft.—see pages 323, 325, 332 for drum armatures. 

Permanent magnets are of the horse shoe type and are permanently magnetized. They are called the 
“field” magnets. 

Electro field magnets are wound with copper wire and are electrically magnetized and remain mag¬ 
netized only when armature revolves between the field magnet poles. This type of dynamo or gen¬ 
erator, generates a steady “direct” current, usually of 6 or 8 volts and will light electric lamps and 
recharge a storage battery and supply current for ignition. It is usually run in connection with a starting 
and lighting system, and in smaller models, is used for ignition on stationary and marine engines to a con¬ 
siderable extent. 



Fig. 1. The magneto is also a mechanical generator, but the current generated is “alternating,” 
t?«at is, the current is not a steady flow, but alternates continuously. The field magnets are always of 
the permanent magnet type. The armature for generating alternating current is of two types; the “shut¬ 
tle” type as shown in figs. 3 and 4 or the “inductor” type as shown in fig. 8. 

The shuttle or “armature” type of armature (see page 274) has a primary wire winding of copper 
wire, one end grounded to armature core and other end insulated. If there is but one winding on the 
armature it is called a “primary” winding and is of low voltage; about 6 volts. Therefore it is called a 
“low-tension” magneto. If there are two windings on armature it is called a “high-tension” magneto. 

Fig. 8: the “inductor” type of armature: The wire is stationary and the inductors or “rotors” re¬ 
volve, whereas on the “shuttle” type the armature and wire revolve. The latter type is more generally used. 

♦The K. W. magneto is a leading magneto of the inductor type,. Construction; magnets, permanent type; 
pole-pieces placed above armature 90° apart; rotors set 90° apart. There are two rotors with 4 ends. Fig. 
8 illustrates the arrangement of rotors on armature shaft. This gives the same effect as if two shuttle 
armatures were placed cross wise—which would be 4 impulses per rev. (fig. 10) instead of 2 in the shuttle 
type (fig. 9). If we continued adding we would soon have the alternations so close together we could light 
an electric lamp—in fact, the K. W. low tension magneto at high speeds will accomplish this. 

The coil on the K. W. is stationary and rotors revolve. With a single primary winding on coil core it 
ia a low-tension magneto. With two windings, per page 288, fig. 6, is then a high-tension magneto. 

Fig. 8A, shows lines of force passing down through rotor wing from N pole, then centrally through 
core over which coil is placed, up rotor to S pole. 

Fig. 8B, shows rotors moved in position where lines of force are now passing in reverse direction, which 

causes a complete reversal of polarity through coil winding. This is maximum position and where con¬ 

tact points (P) should separate—see page 296, which is a high-tension type. 

Fig. 9: Shuttle, or “armature” 
type magneto (see page 274) ; 
produces 2 impulses or waves 
of current of maximum inten¬ 
sity per rev. (360°). Note di¬ 
rection is changed each % rev. 
or 180° (see pages 266, 267). 

Fig. 10. The K. W. inductor 

type armature produces 4 im¬ 

pulses or waves per rev. Note 
direction of flow of current is 
changed 4 times or at each *4 
rev. or 90°. 


Terminals 

Stationary 

coll winding 


Iron Rotor 


Revolve* —■ 




C — itf 

Fig. 8 




S M 


Secondary coll 
winding 



Rotor 


Rotor 



CHART NO. 120—Mechanical Electrical Generators of “Direct” and “Alternating” Current. 

*See also pages 264, 288, 296 and 832. 







































































































































































































LOW TENSION MAGNETOS. 


257 


INSTRUCTION No. 21. 

'LOW TENSION MAGNETOS: Construction. Parts. Princi¬ 


ple. Magneto Action. Explanation of Impulse and Waves 
of Current. Low Tension Ignition Systems. Inductor Type 
Low Tension Magneto. Ford Magneto Principle. 


We will now take up the “ mechanical ’ ’ 
source of electric supply for the different 
ignition systems. 

A device for generating electricity me¬ 
chanically is called a dynamo or magneto. 
The kind of current the dynamo generates 
is “direct” current and the magneto gen¬ 
erates ‘ * alternating ’ ’ current. 

The direct current dynamo generator is 
usually called a “ direct current generator 
or dynamo” and is usually applied to gen¬ 
erators run from the engine which supply 
current for charging the storage battery, 
for lighting, also for ignition. 

This type of generator can have either 
“permanent” magnets or “electro mag¬ 
nets” for the magnetic field, but in every 
instance, the armature is a “drum” wound 
armature. This type of generator gener¬ 
ates a low tension or voltage, usually 6 
volts. 


The alternating current generator is al¬ 
ways called a “magneto,” because the field 
magnets are of the permanent magnet type 
and the armature is either a “shuttle” or 
“inductor” type. This type of generator 
generates nothing but an “alternating” 
current, suitable only for ignition. Alter¬ 
nating current will not charge a storage 
battery. 

Alternating current generators are di¬ 
vided into two classes; the “low tension 
magneto” and the “high tension magneto.” 

We will take up the construction of the 
low tension magneto first, because the high 
tension is really a low tension magneto, but 
with a double winding on the armature. 
Therefore, starting with the low tension 
magneto first, it will then be easier to mas¬ 
ter the principle of the high tension mag¬ 
neto later. 


Magneto Construction—Low Tension. 


The principle of a low tension magneto is 
similar in many respects to a low tension 
coil as described on pages 215 and 214. In a 
magneto the armature on which the primary 
wire is wound is called upon to produce 
its own electric supply, whereas in a primary 
or low tension coil the electric supply is 
from another source. See fig- L page 260. 

Field magnets: Therefore, permanent 
magnets (la), called the “field magnets” 
are provided as shown in fig. 1, chart 121. 
The pole pieces (11a) provide a magnetic 
field for the shuttle type armature (fig. 4) 
to revolve in. End plates with ball bear¬ 
ings are attached to screw holes in pole 
pieces (11a, fig. 1). There is very little 
clearance between the armature and the 
poles, therefore accurate fitting is necessary. 

The magnets; usually two, four, or six, are 
placed over the pole pieces; all north poles on 
one side and all south poles on the other side. 
The base (12a, chart 121), is usually made of 
brass or aluminum, as neither will become mag¬ 
netized. 

The armature is explained in fig. 6, chart 
121. This has a single winding of coarse 
wire (usually about No. 18, insulated), 
called a “primary” winding similar to the 
primary winding on a coil. 

On a high tension coil system, one end of 
the primary wire leads to a commutator or 
timer, and the other end to a battery. When 
the circuit is closed and suddenly broken the 
current is “induced” in the secondary wind¬ 
ing as previously explained. 

On a magneto, the primary winding is 
closed, and the sudden opening or “inter¬ 
ruption” of the flow of current in the pri¬ 


mary winding at certain times (see page 
267) intensifies the current. 

This interruption of current can be accom¬ 
plished in two ways; by “breaking” the 
current with an “igniter” suddenly, as in 
fig. 1, page 260. 

Or by “interrupting” the current with a 
“contact breaker or interrupter” as per 
fig. 3. Therefore, we have two methods of 
intensifying the low tension current of a 
low tension magneto. 

The first method is similar in action to 
snapping two wires together as explained 
in fig. 6, page 214 and illustrated in fig. 1, 
page 260. The interruption is made by an 
igniter, operated by a cam on cam shaft. 

The second method is similar in action and 
is explained in fig. '3, page 260. 

It must be borne in mind that the time 
the interruption takes place is when the 
armature is in a vertical position, for at that 
time the strongest current will be available, 
(explained further on.) 

The armature is in a vertical position 
twice during one revolution, therefore we 
can make two interruptions during one 
revolution, by having a “two point” cam 
raise the interrupter arm at the right time. 

If a single cylinder engine, only one nose 

on cam is needed. 

If a four cylinder, four cycle, we need 
4 sparks during two revolutions of crank 
shaft, therefore the cam would have a 
double nose and would run at the same 
speed as engine crank shaft. 


♦ This system is now seldom used, but must first be understood before reader can properly understand 
the high tension magneto. 

* * All low tension magnetos are not driven at fixed speed. See K. W., page 265. 


268 


DYKE’S INSTRUCTION NUMBER TWENTY-ONE. 




Copper 
wire on 
armature 


J —— — 


Base 

1 

r 



Fig. 1 —Permanent magnets 
(la); pole pieces (11a); base 
of brass or aluminum (12a). 


Fig. 2—View of a low tension 
magneto with the end plate oil 
and armature shown in section. 

1— Permanent magnets (mag¬ 
netized at all times). 

2— The armature, revolved by a 
gear connected with engine shaft. 

Note that a single winding of in¬ 
sulated copper wire is wound on 
the armature. 


Fig. 3—The low tension 
magneto complete. View 
shows the drive end of the 
armature, which is driven 
at a fixed speed from crank 
shaft of engine, by gear or 
chains. 

The armature has one 
winding. 



Fig. 4—The low tension magneto armature with a 
■ingle winding, called the primary winding. The arma¬ 
ture revolves between the poles 11a. This type of arma¬ 
ture ia called a “shuttle” type, also called “armature” 
type, see page 274. 



pi 


’ifH 



Z/Z/ZZV. 




I M 

1 

M 

M 

J 


y»jai r . 







erminal 





rig. e —Parts of the low tension magneto shuttle type armature. 

This type of armature is called a “shuttle” or “H” type. 
Bronze heads (B B') are screwed to the armature core (0 and O'). 

Shafts (AA) are driven and riveted to bronze heads. Wire is 
wrapped around space (0 C'), called the core. 

It will be seen that the core is not a solid casting; rather it 
is a pair of castings between which is clamped a group of soft 
iron stampings (D), having the form shown in the detail sketch. 

The object of thus laminating the core, as it is called, is to re¬ 
tard the circulation of “eddy currents” in the core due to in¬ 
duction. The same forces of induction which are at play in the 
windings, operate also in the iron core itself, and if unchecked 
would both consume power and heat the armature unduly. As the 
voltage of these currents is very low, even the slight obstruction 
of the laminations is sufficient to retard them. 

The laminated section of the armature is shown at (D). Lam¬ 
inated means that instead of the castings (0) being solid there 
are several layers of flat sheet iron placed together, between the 
cores (0), as shown at (D). 


Fig. 5.—Sectional view of a low 
tension magneto, showing one method 
of conducting the low tension current 
from armature; one end of primary 
winding, which is heavy, coarse wire 
is grounded to armature core at (G). 
The other end (A), is insulated and 
passes through the hollow end of arma¬ 
ture shaft and makes contact with » 
point (D), (see also fig. 4, page 256). 

As the armature revolves, the spring 
(S), which is mounted on an insulated 
block (IB), conducts the current 
through a wire connected with it, to 
terminal. (“Collector rings,” similar 
to one on the high tension magneto, 
fig. 1, O and P, page 268, are also 
often used.) 

From the terminal the current is 
carried to the “igniter,” as per fig. 1, 
page 260. 

It will be noted that a separate low 
tension coil is not necessary in this in¬ 
stance, as the winding on armature 
takes its place. 

If the low tension magneto is used 
with a separate high tension coil, as 
per fig. 3, page 260, then this wirs A 
from armature would go to the pri¬ 
mary winding of coil. 


CHART NO. 121—Construction of a Low Tension Magneto. 






























































































































































259 


LOW TENSION MAGNETOS. 

Low Tension Magneto Supplying Current for a “Make and Break” 

Ignition System. 


On page 217, this system is explained. 
The magneto however, was not explained, 
therefore if the reader will refer to page 
268 and 257, the principle of the low ten¬ 
sion magneto will be made clear. 

It is well to bear in mind that a low 
tension magneto used in connection with 
the low tension “make and break” system, 
shown in fig. 1, page 260, does not require 


a low tension coil, because the action of in¬ 
tensifying the current as explained in fig. 
6 page 214, is obtained by the snapping of 
the “igniter” points (M), fig. 1, page 260, 
by action of a cam, and the winding on 
armature of the low tension magneto takes 
the place of the low tension coil. By refer¬ 
ring to page 257 and fig. 1, 260, other de¬ 
tails which are simple, will be made clear. 


Low Tension Magneto and High Tension Coil. 


The low tension magneto can be used in 
connection with a high tension coil and pro¬ 
duce a “jump-spark” or high tension 
spark at points of a spark plug in cylinder, 
by using the low tension magneto to pro¬ 
duce the current, and a separate high ten¬ 
sion coil (without vibrator) to intensify 
the low tension current to a high pressure, 
so that it will jump gap of spark plug. 

We would need for this system a high 
tension coil, a distributor on the magneto 
to distribute the high tension current to the 
spark plugs (if a multiple cylinder engine, 
which in this instance, we will say, is a 4 
cycle, 4 cylinder) and an interrupter to 
break the low tension current at the proper 
time. 

Coll—the double wound high tension coil, 
similar to the coil explained on page 220, 
I) but without a vibrator can be used. 
The interrupter will take the place of the 
vibrator, therefore we would have a single 
spark instead of a succession of sparks. 

When the contact points separate, as ex¬ 
plained under “interrupter,” the low ten¬ 
sion magneto current is intensified, and “in¬ 
duced” current is set up in the secondary 
winding as explained on page 220. This 
coil can be placed separate from magneto 
as per fig. 3, page 260. 

•{•Distributor: this “induced” or high ten¬ 
sion current is then distributed to the spark 
plugs in correct firing order, by distributor 
rotor and brush per figs. 1, 2, this page. 

The distributor is driven at one half the speed 
of armature (see page 261). 

♦The Interrupter, see fig. 2, above* and 
fig. 3, page 260, is mounted on the front 
end of magneto armature shaft. The hous¬ 
ing on which interrupter parts are mounted, 
can be shifted, by means of a rod (SL) 
fig. 2. This rod connects with spark lever 
on steering wheel—see page 294. 

Therefore the time for the spark to occur 
can be made early or “advanced,” or late 
or “retarded.” The usual range of ad¬ 
vance on a magneto being from 22° to 35°. 

Attached to the housing and moving with 
it, is the interrupter arm (A) and the insu¬ 
lated terminal (B). 

On the end of the interrupter arm (A) 
is a platinum point (P). There is also an¬ 
other platinum point (P) on terminal (B). 

Platinum Is used because there Is more or less 
sparking occurring at the points and platinum be¬ 


ing hard, it stands the spark with less pitting than 
other metals (see “polarity switch,” page 248). 

tThe condenser in the coil (explained in fig. 6, 
page 228), takes up excess sparking to a great 
exent. Condenser can be placed in the coil box 
per pages 262, 263, or in the magneto if magneto 
is a high tension type—per (J), page 268. See 
also pages 274, 273. 



Front view of distributor and interrupter. 

The cam (C) is attached to the front end 
of the armature and revolves with it (see 
figs. 1 and 2, and fig. 3, page 260). 

When the nose of cam (C) raises the in¬ 
terrupter arm (A), the current is inter¬ 
rupted in the primary winding causing the 
high tension current to be set up in the 
secondary winding of the coil. 

The cam has two lobes, therefore it will 
raise the interrupter arm twice during one 
revolution, or four times during two revo¬ 
lutions of armature. Armature would then 
run at same speed as engine crank shaft, 
(see page 261). As it is attached to the 
armature it must revolve with it. 

**The cam is set on the armature, so that 
the nose will raise the interrupter just as 
the armature passes vertical position. 

If the cam raises the interrupter arm 
(A) when armature is in this position 
and the interrupter housing is at full retard 
position, this will then allow for advanc¬ 
ing of the spark full 35 degrees or less ac¬ 
cording to range of magneto, (seepage 309.) 

The primary circuit on the armature of 
the low tension magneto consists of a wind¬ 
ing of several layers of coarse wire B, 
fig. 3, page 260. One end is grounded to 
the armature core and the other end is in¬ 
sulated, and connects with primary wind¬ 
ing of coil. 


* There are many types of interrupters. One used in this example is simplified to explain the prin¬ 
ciple. (see page 298.) $A condenser, although not shown, is always connected around interrupter 
points. If low tension magneto, it is in the coil per pages 262, 263. If high tension magneto, it is 
in the magneto, per pages 268, 274, 273—yet it serves same purpose. 

*See also, instruction 24, Ignition Timing, t—by referring to page 262, fig. 23, method of conduct- 
ing current from a separate coil to distributor arm or rotor, on magneto is shown clearly. 























































260 


DYKE’S INSTRUCTION NUMBER TWENTY-ONE. 


“Make and Break” Low Tension Ignition System; Using a Low Tension 

Magneto To Supply Electric Current. 

Low tension magneto to supply current for the “igniter” as shown in fig. 1 and ex¬ 
plained on page 259. 


(M) movable electrode 
stationary electrode. 








!< j 



Up and down 
motion of rod 
operated by 
can. 

Fig. 1.—One method for intensifying the current 
from the low tension magneto is to suddenly break the 
flow of current as explained in fig. 6, page 214. In¬ 
stead of breaking the flow by hand, however, the make 
and break type of “igniter” is used. A low tension 
coil is not used with above system as the winding on 
magneto takes its place. (see fig. 5, page 258, for 
names of parts of magneto.) 


Fig. 2.—The low tension magneto ignition on 
a multiple cylinder engine. Battery for starting. 

Magneto armature revolves same speed as crank 
shaft of engine. 

Note that a low tension or single wound coil 
must be used in the circuit if the battery is 
used, whereas if magneto is switched on instead 
of the battery, the winding on the armature acts 
as a coil instead. Note a cam shaft operates 
the “make and break” igniters, which govern 
the time of spark, causing four sparks during 
one revolution of cam shaft, or two revolutions 
of crank shaft. 


On above system, armature is driven at a fixed speed, because it is of the “shuttle 
type.” The cam snaps the igniter arm (M) when piston is on top of compression stroke. 
Therefore armature must be in a vertical position, just leaving the pole (see pages 266, 267 
and 309). See also pages 257, 259, 261 for relation of speed. 

Note— all low tension magnetos are not driven at fixed speed—see K. W., pages 264 and 265. 

A “High Tension” Ignition System Using a Low Tension Magneto to 

Supply Electric Current. 

This system is fully explained on page 25 9. It is similar in many respects to the bat¬ 
tery and coil system described under Instruction 19, except a low tension magneto supplies 

the current instead of a bat- 


Secondary wires 
to spark plugs 


Spark plugs 



Fig. 3. Another method for intensifying the current from a low tension magneto, 
ii to use an *interrupter mounted on end of armature shaft and connected with a sep¬ 
arate high tension coil, without vibrator. In this instance a high tension current would 
be provided in secondary winding (S) of coil by current produced from the low ten¬ 
sion magneto when primary circuit is interrupted at maximum position of armature. 


tery, and the ^interrupter and 
distributor are mounted on the 
magneto instead of being 

driven separate. The objec¬ 

tion to this system is explained 
on page 261. Also see pages 
261 and 259 
for relation of 
speed of arma¬ 
ture, distribu¬ 
tor and engine 
crank shaft. 

This system is 
slightly different 
from the one 
shown at bottom 
of page 262, 
where the inter¬ 
rupter or contact 
breaker is shunt¬ 
ed across the pri¬ 
mary circuit. 
With above sys¬ 
tem it is in 
series. 


CHART NO. 122—Two Simplified Methods of Using a Low Tension Magneto. Note in fig. 3, 
method of short circuiting magneto; switch is closed to cut off magneto. 

•The word “interrupter” and “contact-breaker” mean the same. 















































































































* LOW TENSION MAGNETOS. 


261 


The armature revolves, therefore the end 
of the armature primary winding (R), from 
which the low tension current is taken, is 
carried through end of armature shaft (in¬ 
sulated), similar to D, fig. 5, page 258, but 
where an interrupter is on armature it is ar¬ 
ranged similar to K, fig. 2. page 270, but 
not connecting with any other part than 
the wire from armature. This spring con¬ 
tact conveys the low tension current from 
armature, which revolves, to primary coil 
winding P, fig. 3, page 260. 

Note arrangement of interrupter on page 270. 
It is a different construction from fig. 3, page 260. 
The interrupter on page 270 is more modern. The 
one used in fig. 3, page 260 is simplified. 

The current is then carried through pri¬ 
mary winding P, to insulated terminal B, 
through interrupter points P (which open 
when armature is in maximum position), to 
arm A to ground G, back to magneto ground. 
This completes the primary circuit of mag¬ 
neto and high tension coil. 


Trace arrow points from upper primary wire 
from magneto armature, back to magneto ground 
for the primary circuit. 

The secondary current (.fig. 3, page 260), 
starts at distributor brush (D) to insulated 
part of spark plug, jumps the gap, thence 
returns from metal shell of spark plug, to 
“ ground’ ’ connection on engine to second¬ 
ary and primary connection on coil (S-P) 
through secondary winding (S) back to dis¬ 
tributor brush (D). 

Magneto switch (fi^. 3, page 260) is open when 
the magneto is working, but to stop the magneto 
from generating current, the switch is closed or 
“short circuited.” A glance at the illustration 
will show how the armature is short circuited, 
therefore “interruption” of current cannot take 
place—see also page 275. 

The magneto must he driven at a fixed speed 
because the interrupter and position of armature 
govern the time of Bpark. Therefore, the mag¬ 
neto is either driven by a chain or a gear from 
the cam shaft but not by belt, see page 295. 
“magneto speed.” 


Masrneto Distributor Parts. 


*The purpose of the “high tension” dis¬ 
tributor is to distribute the high tension cur¬ 
rent to the spark plugs. The distributor 
brush (D) ought to be making contact with 
one of the spark plug leads just as the in¬ 
terrupter points are breaking; See page 
296 explaining connections to distributor. 

Distributor is usually attached to the mag¬ 
neto—when operated with a magneto, either 
of the low or high tension type. 

The distributor is usually made of hard 
rubber insulation material with metal seg¬ 
ments (see page 268). The rotor with 
brush revolves by means of a gear wheel 
twice the size of gear wheel on armature, 
(fig. 1, page 259.) 

Armature for a four cylinder magneto, 
would revolve at engine crank shaft speed 
and make 4 sparks during the two revolu¬ 
tions of the crank shaft. 


The distributor however would revolve 
once and make 4 contacts during two revo¬ 
lutions of the crank shaft—hence reason for 
larger gear on distributor. 

On a six cylinder engine the armature re¬ 
volves iy 2 times to ®ne revolution of crank, 
but distributor is geared to turn one-half 
the speed of crank shaft, or one complete 
revolution to 2 revolutions of engine crank 
shaft, (see pages 306, 295 and 294.) 

There are two kinds of contact arrangements 
on a distributor; the “gap-type” as explained on 
pages 247, 245, 312, and the “brush type” a* 
per fig. 2, page 259. 

It must be remembered that while we are re¬ 
ferring to the magneto distributor of the true 
“high tension type magneto”—to show the parts 
of a “high tension distributor”—the distributor 
used with the low tension magneto and separ¬ 
ate coil (page 260, fig. 3), differs only—in that 
on a true high tension magneto—there are two 
windings on armature which takes the place of 
the separate coil. 


Low Tension Magneto and High Tension Coil 
With a Battery to Start on. 


The system described in chart 122, fig. 3, 
which uses a low tension magneto in connec¬ 
tion with a high tension coil, interrupter and 
distributor, would not be satisfactory—for 
the following reasons: 

The magneto is a mechanical source of 
electric supply. In order to produce elec¬ 
tric current, it is necessary to revolve the 
armature. When the armature revolves, cur¬ 
rent is generated, but if revolved slowly the 
current is weak. Therefore it is natural to 
assume that by merely cranking the engine 
by hand very little current will be gener¬ 
ated. For this reason, a battery is provided 
to start on, as the source of supply is then 
constant, no matter if engine is cranked slow 
or fast. 

After engine is started, then the switch 
is placed on the magneto side and the mag¬ 
neto supplies the current to the high ten¬ 
sion coil. 

This system would then be called a 
“dual” system. Meaning a dual or second 


ignition system is added, but using the same 
set of spark plugs. 

There are two ways of using a battery to 
start on, in connection with a low tension 
magneto; one method would be to have a 
separate high tension “vibrator” coil, com¬ 
mutator and battery, as per chart 124. 

Another method would be to merely add 
the battery as per chart 123. 

With this latter system, there is but one 
high tension coil. The only addition to our 
system first described in fig. 3, chart 12 2, 
would merely be a battery. 

This, of course, would require special con¬ 
nections and be rather complicated, but will 
be made perfectly clear if reader will refer 
to chart 123 and study it carefully. 

The system described in chart 124, is in 
reality a true “dual” system, because there 
are two separate and independent ignition 
systems, but only one set of spark plugs. 

The system shown in chart 123, however, 
is simpler and was formerly extensively used. 


♦Note term—“high tension” distributor—although in this instance it is placed on a “low tension” 
magneto it is used for the same purpose as used on a high tension magneto—page 268 In both i* 
stances to distribute high tension current to the spark plugs. 


262 


DYKE’S INSTRUCTION NUMBER TWENTY-ONE. 


COIL BOX> 



TENSION 

INSULATED « OR PRIMARY 

collector MntATtae wiNwit® 
PINJN HOLLOW SHAFT 


OI?Y CELLS FOR STARTING 



Michigan Low Tension Magneto 
and High Tension Coil. 

The purpose of these illustrations, is to show 
how the interrupter on the magneto can also per¬ 
form this function for the battery, which has been 
added to the system. Mote that the current from 
the magneto is connected to contact (19) of the 
coil box. 

We will now briefly outline the path of the cur¬ 
rent from both sources, and trace them from start¬ 
ing point, all the way through and return, fig. 23. 

Battery circuit: When switch blade ( X ) on coil 
box is on the battery side, the path of current 

would be; from the + side of battery, to terminal (2)—then to contact (3) through switch to (4)—then 

through primary winding (5) to ground connection (6)—thence to ground terminal on coil box (7). 

From here it leads to wherever the coil is grounded (in the illustration it is shown directly on the mag¬ 
neto, at 8). Now as the interrupter arm (A) is grounded also, it follows that current will flow to it, 
then through breaker points, then to B, 9, 10 and on to negative terminal (11) of battery. 

Magneto circuit: After engine is started the switch is thrown over to magneto side, this .cuts out 
the battery, and current will then be taken from magneto, which is a low tension type. 

Beginning at the terminal (18) on magneto, the path leads to terminal (19) on coil box—thence to 
contact (20-21) through switch ( X ) to (4) and then follows the same route as the previous current up to 
ground connection (8). Now since one end of armature coil is grounded, current will flow through it 

and to starting point. 

It yet remains to be explained, how the interrupter performs its duty. Notice another contact (21) 
close to contact (20). Switch lever (X) connects these two contacts and thus opened another path 
vhereby current reaches contact (23) thence through circuit, to (9)—then to contact (B) and breaker 
points, to (A) whenever the cam is in such position as will allow points to be in contact. 

Starting on ignition: Sometimes, the engine can be started by pressing a button on “starter 
switch.” (see fig. 25) a few times in rapid succession. This button is represented in the diagram as 
(22) and is mounted on a spring tongue, which, when pressed in, makes contact with (GB). The switch 

will have to be on battery side of course, and current will be made and broken by the pressing in and 

releasing the starter button. One of the pistons must be in the right position and ready to fire, and most 
usually is; about seven out of ten times. A charge of gas must also be in that cylinder. A charge of gas, 
or part of a charge will remain in a cylinder quite a long time if rings are tight and precaution taken to 
draw in a full charge by opening throttle and speeding engine just before it stops. 

The high tension circuit from secondary winding of coil is shown in figs. 23, 25. Condenser, not 

shown, is connected around interrupter points per page 274, but is in the coil, per below. 

Splitdorf Model D Low Tension Magneto and Coil System. 

Spntdorf dual system—using a low tension magneto and high tension coil with battery to start on 
and magneto to run on: The contact breaker on magneto is utilized for either battery or magneto sys¬ 
tem. The primary circuit through armature however, must be opened to prevent battery from de-mag- 

netizing the magnets when battery is used. ...... . . . x , , . , /T _ r . 

Magneto circuit: from A to switch blade (W ), 

through connection (C) to primary wire of coil, 
through ground G1 and G3, to armature. The 

breaker points (P) it will be noted are connected 
or shunted across the magneto primary circuit. The 
circuit proper, is through armature and circuit 
breaker and the coil primary winding receives only 
the kick of the armature (extra current) when con¬ 
tact points open. It will be noted battery circuit is 
open at switch. 

Battery circuit: switch blade (W) should now be 
on B side connecting the two terminals, and magneto 
terminals on (M) side are open. Current travels 

from top of battery to switch point, to primary wind¬ 
ing of coil, to ground Gl to G2, thence through in¬ 
terrupter points (P) to (lower connection) battery. 
Note armature is cut out entirely but not interrupter. 

High tension current is distributed from secondary 
winding on coil to brush (R) on distributor, thence 
to spark plug center electrode, thence through spark 
gap to plug shell ground (G) of engine and frame 

. . .. back to coil where primary and secondary connect. 

Condenser, although located in coil, if circuit is traced it will be observed that it “bridges” the points 
of contact-breaker just the same as on page 274. See page 273 for principle of magneto condenser. 


LOW TENSION LEALS 
HIGH TENSION LEADS 
GROUND TO ENSUE OR MAGNETO 



CHART NO. ll!3—A Low Tension Magneto with a High Tension Coil—with the Addition of a Bat¬ 
tery to Supply Current to Start with. After engine is started the magneto supplies the 
current. (Michigan System formerly used on Regal). Splitdorf Dual System. 

































































































































































LOW TENSION MAGNETOS. 


263 



Fig. 1. “Shuttle” type magneto, with a single 
“primary” winding or low tension armature. Dis¬ 
tributor, distributes current for the “coil system” 
and “magneto system” independently. Note mag¬ 
neto base is grounded to frame. 




{= 


This system, the title which is given under this 
chart, is the system formerly used on older models of 
the Packard. Although it is out of date, we show 
same as an example of how a low tension magneto is 
used in connection with a high tension coil for one 
system and a high tension coil and battery is used 
for the second system, thereby forming a “dual sys¬ 
tem of ignition.” 

The low tension current from the magneto enters 
the primary winding of the magneto coil fig. 2, at the 
post P. R., and leaves it at post P. M., returning to 
the magneto through the “ground” You will readily 
see what an important part the wire connecting post 
P. M. with the screw on the rear cylinder has to per¬ 
form. It is the common path for all of the current of 
both systems. 

The high tension current thus induced in the sec¬ 
ondary winding of the magneto coil (fig. 2), follows 
exactly the same path as described in connection with 
the high tension battery current from post “B” 
through the distributor arm and plate of the mag¬ 
neto to the respective spark plugs, and back again to 
the magneto coil through the “ground” and post P. M. 

Whenever the engine is running, the magneto is de¬ 
veloping current. It only passes through the magneto 
coil, however, when the switch is thrown to magneto 
side. With the switch in any other position the cur¬ 
rent is grounded without passing through the primary 
winding. 

The Interrupter mechanism of the magneto is located 
at the end of the armature shaft (lettered “make and 
break”) ought to have been lettered “interrupter,” 
as it interrupts the flow of current. 

The coil box in the center of the dash contains two 
coils. Each coil is a complete unit in itself. The right 
hand coil, fig 3, is for battery current, and is fitted 
with a single vibrator. The left hand coil is for mag¬ 
neto current, and has no vibrator. 

The switch has three positions. Turn to the right 
for battery, turn to the left for magneto current, and 
turn to a vertical position for neutral (no current). 
On the upper side of coil box are four binding posts: 
P. P. brings low tension current from the battery. 
P. R. brings low tension current from the magneto. 
B. transmits high tension current from both systems. 
P. M. is a common ground wire for both kinds of cur¬ 
rent from both systems. 

The low tension current from both the battery and 
magneto, though of good amperage (volume), is low 
in voltage (pressure). The two coils receive from the 
battery r magneto their respective low tension cur¬ 
rents and deliver currents of high tension. 

The battery and coil system: is used for starting the 
engine, and for reserve. There is a storage battery, 
which also provides a low tension “direct” current. 


/a a 7 


/ 

7 ^ 


9 + 

/ 



Fig. 2. High tension 
coil without vibrator, 
used with the “magneto 
system.” 


Fig. 3. High tension 
coil, with vibrator, used 
with the “coil and bat¬ 
tery” system. Note 
the commutator is used 
with this system, but 
not with the magneto. 


The battery current passes through the battery coil, 
fig. 3, and the contact for this battery and coil is made 
by a “commutator,” operated from the cam shaft. 
This practically makes two systems of ignition using 
but one set of spark plugs; therefore, it is called a 
“dual” system ignition. 

The battery and coil primary current; starts at the 
positive pole of the battery, the current follows the 
connecting wire to the post on the coil marked P. P. 
At this point it enters and passes through the primary 
winding of the battery vibrator coil, fig. 3, coming out 
again at post marked P. M. and along the connect¬ 
ing wire to the ground connection on engine* frame. 
The only path by which it can return to the battery 
is through the contact shaft, and roller to one of the 
binding posts, and by means of the metal connecting 
strap to the wire running to the negative terminal, the 
circuit being complete at each time the roller in the 
contact box passes over one of the metal contact 
pieces. 

The high tension current: Whenever this low ten¬ 
sion circuit from the battery is completed, as above 
described, a high tension circuit is induced in the sec¬ 
ondary winding of the battery coil. The high ten¬ 
sion current leaves the coil at post “B” to the central 
post at the top of the distributing plate on the mag¬ 
neto, thence to the distributor brush, which revolves 
to the left (see fig. 1). 

The current then travels through the distributor 
brush to segments, thence to spark plug connected 
with segment on which the distributor brush makes 
contact. The secondary current returns from metal 
shell of spark plug to “ground” and back again 
through engine frame to post P. M., thence to the 
battery coil, fig. 3. 

The battery current is generated by chemical action, 
and is ready to flow the instant the circuit is completed. 
It is, therefore, particularly useful for “starting on.” 
It is only necessary to break the circuit to stop the 
flow of the current. 

The vibrator operates only when the low tension 
current is passing through the primary winding of the 
battery coil. 

Condenser in coil fig. 2, protects interrupter points of 
magneto and in fig. 3, protects coil vibrator points, 
or both. 










CHART NO. 124—Example of a “Dual” Ignition System; employing a “vibrator” coil with battery 
to start on and coil “without vibrator” and low tension “magneto” to run on. The on# 
distributor on magneto distributes the high tension current to the spark plugs. 


Note—chart 125 omitted (error in numbering) 





































































































































264 


DYKE’S INSTRUCTION NUMBER TWENTY-ONE. 


r ° Contact 

breaker 

Stationary __ 

Primary coll 
winding 



primary winding 


-^O_o s P ark 
♦ ?T? plug 

illlG 


Illustration showing how a high tension coil is 
used in connection with Remy low tension 
magneto. (G—ground.) 


tiir m nn PLATINUM 

"nrrf /contact point 


c^- _ _ _ 

/ ' ^ cvhvx wrnr 

( row NT 

Fig. 2—How to shorts 
circuit vibrators on coils. 


TTrt 

iMI 



Master 

vibrator 






L 2 

a 

2 

§ 


:?n$> 



\ \ K. W. magneto 
low tension 

~&&&& 

B alter y _, 

Spark plugs 

Ground to engine frame’ . ___ 


Timer’ 


Fig. 4: The K. W. low-tension magneto used in 
connection with a master-vibrator coil. 



The Remy Low-Tension Inductor 
Type Magneto (Model R L). 

The principle is similar to the K. W. fig. 8, page 
256, except the Remy rotor is a half-rotor, whereas the 
K. W., both ends of rotor are utilized. The Remy pro¬ 
duces 2 impulses per rev. and the K. W. 4 per rev. 

Fig. 1: Remy rotors (L) which revolve and the sta¬ 
tionary single primary winding. 

Fig. 2: Remy inductor or rotor in maximum posi¬ 
tion, similar position as fig. 8B, page 256. 

Fig. 3: Remy contact-breaker. The points (P) 
should have a clean surface. Dirt and grease should 
not be allowed to accumulate. 

If engine misses with spark retarded at slow speed, 
adjust the contact screw (B) out a few notches. 

If engine misses with spark advanced at high speed, 
adjust the contact screw in a few notches. 

On above magneto igniton system adjust spark plug 
points .025". 

The contact-breaker is used on this magneto just the 
same as on a shuttle type magneto armature; to inter¬ 
rupt the flow of current in the primary winding. 

To time the armature, place rotors just the same as 
a shuttle type armature. 

The K. W. Low-Tension Inductor Type 
Magneto and Master-Vibrator. 

Fig. 4: The K. W. Inductor type of low tension 
magneto, used with a master-vibrator. Dry cells as 
a source of supply for starting when switch lever is 
on the left, or (B) side. Magneto is used when switch 
is on (M) side. See page 230 for “master-vibrator.” 
Also page 256, fig. 8, for inductor type of armature 
used on this magneto. Note the vibrators on dash coil 
are short circuited, per fig. 2, and are not used on the 
multiple dash coil to the right, as the one vibrator on 
the master-vibrator coil does the vibrating for the 4 
coils—see pages 230 and 265. 

Tbe Oscillating Type Magneto. 

Figs. 1 & 2: This type is a regular shuttle or arma¬ 
ture type magneto and is the original magneto prin¬ 
ciple, designed for slow speed engines. The armature 
does not revolve but oscillates back-and-forth from posi¬ 
tion 1, to 2 (30°). 

It can be used with an igniter arangement, fig. 1, 
which is similar to fig. 1. page 260—except the igniter 
rod is actuated by lever (L) on magneto, which is 
tripped by trip (J). It can also be used with a mag¬ 
netic plug as shown in fig. 2. 


Low tension 
magneto 


igniter (similar to fig. 
1, page 260) 


Low tension 
magneto 

—H+- -A 

Fig - m 



The Magnetic Plug. 

Fig. 6: The principal parts of the magnetic plug are, mag¬ 
netic coil 5. pole-piece 2, interrupter 20 and contact piece 
on plug shell 21. Plug is screwed into cylinder. Principle; 
owing to sudden flow of current through coil (5), the upper 
portion of hammer bar (1), called the armature, is attracted 
to pole-piece (2). which effects a quick separation of contacts 
20 and 21 producing a spark at these points. 

Fig. 4: Illustrates how the magnetic plug is used in con¬ 
nection with a low-tension magneto (type “K4“ Bosch) with 
a revolving armature, with a main and auxiliary winding, 
one being a continuation of the other, and a distributor for 
connections to the magneto plugs. This system is termed the 
Honold system and is for 2, 3, 4, 6 and 8 cylinder engines. 


if 

Magnetic 
spark-ping 


Magnetic plug 
used with low- 
tension oscil¬ 
lating type 
magneto. 



CHART NO. 12(j—Inductor Type of Low Tension Magnetos; one giving two impulses per revolution 
the other (fig. 4) giving four impulses per revolution. The Oscillating Type Magneto. Magnetic 
Plug. See page 924 for Remy magneto circuits. 

Mote—Oharts 125. 127 and 128 omitted (error in numbering). 










































































































































































LOW TENSION MAGNETOS. 


265 


*Low Tension Magneto with “Inductor” Type of Armature. 


In the foregoing matter we have dealt 
entirely with the low tension magneto using 
a “shuttle” type of armature with its pri¬ 
mary winding, all of which revolves between 
the magnet poles. 

There is another type of armature called 
the “inductor” type. This armature differs, 
in that the primary winding, fig. 1, chart 
126, remains stationary, whereas, the induc¬ 
tors (L) revolve; principle is explained in 
chart. This type of armature generates 
“alternating” current of low tension, and 
must be connected with an interrupter, when 
used with a coil. In fact, the same prin¬ 
ciple is used as with the shuttle type arma¬ 
ture. It gives two impulses per revolution. 
The voltage is of low tension or about 6 
volts. 

Another type of “inductor” armature to 
that shown in fig. 1, chart 126, is used in 
the K. W. low tension magnetos. This 
armature is illustrated in fig. 8, page 256. 
Note the inductors are similar to the Remy 
shown in fig. 1, chart 126—except the K. W. 
uses both ends of rotors, whereas Remy one 
end, but rotors 180° apart. Instead of the 


inductors or rotors on the K. W. being 
placed so that, two impulses are given per 
revolution; note the position and method 
the inductors are arranged. With this ar¬ 
rangement, the inductor cheek would break 
from the pole of magnets every quarter 
revolution. Therefore, there would be four 
positions when the current would read maxi¬ 
mum, or four impulses or sparks per revolu¬ 
tion (figs. 9 and 10, page 256). The volt¬ 
age of primary winding is about 6 or 8 volts. 

This type of magneto is shown connected 
to a “master vibrator coil” system as per 
fig. 4, chart 126. The speed of this arma¬ 
ture is about 3,000 revolutions per minute. 
It is not geared at a fixed speed as the 
shuttle type armature, but because it gives 
twice the number of impulses per revolu¬ 
tion, and by running it at a very high rate 
of speed, generates an alternating current, 
the changes taking place so rapidly, it is 
almost continuous. JThis is one type of 
alternating current generator which would 
light lamps and operate with a vibrator coil, 
but it would not recharge a storage battery. 
A storage battery can only be charged with 
a true continuous or “direct” current. 


^The Ford Magneto—an “Inductor” Type. 


Another form of a low tension magneto 
with an “inductor” type armature is the 
Ford magneto. The Ford magneto gener¬ 
ates a low voltage also, of about 6 volts or 
slightly more, owing to the speed.** The 
current generated is ‘ ‘ alternating. ’ ’ 



tnyuUhd 

Terminal^ 


”9 Co l do. 

1 litr* fraa rtvt 


Ccrtoct Qrtjly 

(detjehrd) 





~ # - £ 



This is also called an inductor type of 
armature because the coils of wire called 
the “stationary armature,” remain station¬ 
ary and the inductors or magnets called the 
“rotating field” revolve. 

Instead of there being two impulses per 


revolution, there are sixteen impulses per 
revolution, because there are sixteen coils 
and sixteen inductors or magnets. 

In other words, each revolution of the fly 
wheel, to which the magnets are attached, 
means one revolution of the crank shaft. 

There are 16 positions of the magneto when 
the current output is at its maximum height 
and each of these positions is called the 
peak of the current wave. There are, also, 
16 positions during which no current is flow- „ 
ing at all. Each of these is called the neu¬ 
tral position and each is half way between 
two peaks. Therefore, every sixteenth of a 
revolution of the magneto a position is 
reached when no current is being gener¬ 
ated and are termed “dead points.” 

Each alternate peak is of an opposite 
polarity; that is, there are 8 positions in 
each revolution when the current flowing 
from the magneto winding to the spark coil 
is positive and between these positions are 
8 other positions when the current is nega¬ 
tive. 


Relation of the Low Tension and High Tension Magneto. 


We have now dealt with practically all of 
the low tension types of magnetos in general 
use. The true form of low tension magneto 
from which we will produce a high tension 
magneto, is the type using the “shuttle” 


armature which revolves between horsa 
shoe type, permanent magnets. 

The high tension magneto which will be 
treated in instruction No. 22, is merely a 
modification of the above mentioned “shut¬ 
tle” type armature magneto. 


★ Note These systems are now seldom used for automobile work, but are shown in order to give 

the reader the information and to bring out the less understood points. 

★ *g ee the Ford Supplement pages 805 and 770. for “relation of speed of Ford magneto to voltag# 
generated.” ^The Ford inductor type magneto will light lamps and supply current for a vibrator type 
coil but voltage varies considerably. The Ford magneto will not charge a storage battery, because the 
current generated is alternating. A rectifier is shown on page 809, which could be used with a Ford 
magneto, but is not altogether practical. 
















266 


DYKE’S INSTRUCTION NUMBER TWENTY-ONE. 


Magneto Principle of Operation. 


As previously stated a low tension mag¬ 
neto can supply current for a separate high 
tension coil, or a low tension “make and 
break” ignition system.* ** 

Tlie low tension magneto has but one 
winding on the armature called the pri¬ 
mary winding. A high tension magneto has 
two windings on the armature, a primary 
and a secondary winding, therefore when it 
is used, the high tension coil is dispensed 
with entirely. The high tension magneto 
is treated in the next instruction. Our 
explanation here, of magneto principle will 
be confined to the low tension magneto. 


The correct time for the contact points to 
separate and open the circuit and produce 
the hottest spark, is when armature is just 
passing vertical position, or armature cheek 
or face has just broken away from the pole 
tips, as shown in e, fig. 7, page 267. 

If you turn an armature by hand in direction 
of rotation, you would find that there is a very 
strong magnetic pull to armature just as the arma¬ 
ture cheek breaks from the pole tip, or about 
Vie in., which at this instant, the contact points 
(P) should separate and at this time the spark 
is at its best or maximum strength—(see foot 
note bottom page 309). 

Impulses. 



fy////////’: 



FIG 

21 


M 

M 

M 



Fig. 21 shows a sec¬ 
tional view of a low 
tension magento, O is 
the primary winding 
on the shuttle type of 
armature, of which 
there are several lay¬ 
ers of coarse copper 
insu 1 a t e d 
wire (only 
one layer 
s h o w n). 
This wire 
con n e c t s 
with a contact-breaker P and G. This con¬ 
tact-breaker would be in the form of an 
igniter (M) per page 260, fig. 1 and inside 
of the cylinder—if of the “make and 
break” system and a true low tension igni¬ 
tion system and part of the circuit would 
be grounded. 

If system consisted of a low tension mag¬ 
neto and high tension coil, per fig. 3, page 
260. then the contact-breaker G & P above 
would be mounted on end of armature 
shaft and the circuit would be opened at 
the correct time, producing a spark, by a 
cam on end of armature shaft. The two 
circuits of above systems can be traced 
on page 260. 


The circuit of a magneto system is a 
closed circuit, that is, the primary wind¬ 
ing is closed and the circuit opened by the 
cam only at the correct time, which is just 
as the armature passes vertical position, at 
which time the greatest energy exists in 
the circuit, called maximum position. 


With magneto ignition, current is generated and 
stored in the winding during the time it is closed. 
When this storage limit has been reached the in¬ 
terrupter opens the closed circuit and the stored 
energy is transmitted to igniter points or pri¬ 
mary of high tension coil—in a similar manner 
as the holding a water hose closed and releas¬ 
ing it suddenly—the pressure is greatest just as 
it is opened. 

In other words the spark is produced by 
the change from closed circuit to open cir¬ 
cuit when the contact-breaker is opened by 
the cam. This break is made very quick 
and in order to get the hottest spark at 
the points of spark plugs or igniter, the 
opening should occur when armature is in 
maximum position. If the opening occurs 
earlier or later than maximum, then the 
intensity of spark is weaker (see page 309). 


**With the average shuttle type armature 
magneto the maximum position is reached 
twice during one revolution of armature, 

w T hich times are called fimpulses. 

For example, refer¬ 
ring to fig. 20, note 
armature is in a 
horizontal position 
and the JE. M. F. 
(electro - motive - 
force) is at zero. 
When armature 
travels 90° or % 
turn in direction of 
rotation, it is in a 
vertical position 
and technically this 
is the maximum 
position and where 
contact - breaker 
points should sep¬ 
arate. Note the E. 
M. F. has reached 
its highest peak. 

But owing to the 
fact that the cir¬ 
cuit is a closed cir¬ 
cuit in which cur¬ 
rent is flowing, the 
inductance of the 
coil and the arma¬ 
ture reaction of coil 
combined produce 
a hindering effect 
that produces a 
more even change 
of flux and makes 
maximum position 
of armature occur 
a few degrees later. 

The illustration fig. 20, shows the open circuit 
voltage wave under ideal conditions, whereas the 
current wave fig. 30, would be broad and flat, 
which allows for more sparking range. The be¬ 
ginning of this sparking range comes after the 
armature cheek separates from the tips of the 
pole pieces, therefore is strongest just as the arma¬ 
ture cheek breaks from the pole tips. 

Note voltage polarity changes at A and C, fig 
20, whereas the current polarity changes at B and 
D, fig. 30. 

Two Sparks Per Revolution. 

Alternating current is produced because, 
during each revolution of armature 360°, 
there is generated and stored in the pri¬ 
mary winding of the armature two electri¬ 
cal impulses in opposite directions. 

For instance, from horizontal position (fig. 20), 
to horizontal position again, armature has turned 
Vz revolution or 180°—the voltage (e. m. f.) 
polarity is in a positive direction. During the next 
180° or % rev. it is in a negative direction. There¬ 
fore during one revolution of 360° the direction 
is changed twice and two maximum sparks can be 
produced. 


magneto 



♦•One revolution of armature, 360°* 
Kig. 20 Voltage Wave 



*It would appear as if the “make and break” system would be the simplest, which it is, but movable 
contact points in cylinders exposed to intensity of the heat soon gets out of adjustment. 

**On some magnetos for 8 & 12 cylinder aero engines the pole pieces are arranged so that 4 maximum 
positions are reached per revolution—see page 922. The K. W. magneto, page 256 also pro 
duces 4 maximum positions or sparks per revolution. JRefers to voltage, see page 207. 

tThe word impulse is also used in connection with the ignition of gas in cylinder; for instance, when 
the explosion takes place in cylinder the piston receives an “impulse.” 










































































LOW TENSION MAGNETOS. 267 


The cam: As the change takes place twice dur¬ 
ing one revolution of the armature it is necessary 
that a two point cam be used on the contact- 
breaker in order to break contact twice during 
one revolution—see pages 257, 259 and 261. 

To set the magneto: As stated, the point at 
which the armature cheek is just breaking from 
the pole is the correct position to set the magneto 
armature—and at the same time the interrupter 


points should just separate —both operations should 
occur at the same instant, (see page 309.) 

Advancing and retarding: These cams made of 
steel are in a casing, and by having this casing 
made so that it can be moved through say, the 
one-tenth part of a circle—the time of the inter¬ 
ruption of current can be advanced or retarded 
with relation to movement of armature. This 
means the spark will occur early or late, relative 
to movement of pistons, (see page 309.) 


How Current is Produced. 


A permanent magnet is made of hard steel and 
retains its magnetism* Its magnetic influence ex¬ 
tends from one pole to the other, which is called 
the magnetic field as shown in fig. 2. 




The magnetic lines of force always flow N into S 
pole. If a bar of iron be placed between the 
poles (N&S), or in the magnetic field, fig. 3, the 
magnetic lines of force will travel freely through 
the iron, it will be an easier path, because the 
air gap between poles offer 280 times the re¬ 
sistance as does iron. The magnetic lines will 
also be greatly increased. 

Therefore a soft iron armature core, curved, so 
it will revolve freely but as close as, .possible to 
the pole pieces (soft iron also), is-placed between 
the pole pieces of the permanent magnets. A coil 
of insulated copper wire is then wound on the H 
section of armature core—see fig. 4. 







180° 


movement 


Cutting Lines of Force. 


If a piece of copper wire in the form of a closed 
loop, is moved down quickly past the pole of a 
magnet, it will cut the lines of force down and a 
-v-.\momentary current is 



needle will be deflected to 


generated, in the wire, 
flowing say, from T to 
S, and if connected to 
a galvanometer (G), 
needle will be deflected 
to one side, from zero. 

If wire is moved up, 
cuting lines of force 
up, another momentary 
current will be gener¬ 
ated in the wire but 
in an opposite direc¬ 
tion, from S to T, and 
the opposite side of zero. 


The momentary induced current is greatest 
when wire is moved so as to cut the magnetic 
lines of force at right angles—applying this prin¬ 
ciple to the coil of wire on magneto, the coil 
would be cutting the greatest number of lines of 
force when in position 6 to 7—or when it is mov¬ 
ing at right angles to the lines of force. 


The electric current in the wire depends upon 
the E. M. F. (electro-motive-force) causing it to 
flow—therefore E. M. P. is generated in wire when 
it is made to cut the lines of force, and a cur¬ 
rent flows when it is complete, due' to the gener¬ 
ated E. M. F. The faster the coil cuts the lines 
—greater will be the E. M. F. generated. 


The generated E. M. F. also depends upon the 
strength or quantity of magnetic lines of force; 
the speed or rate of lines cut per second; the 
number of wires cutting the lines—therefore sev¬ 
eral layers of wire are used on the armature. 


Referring to fig. 4, the coil is not cutting any 
of the lines of force—the lines are passing freely 
through armature core from N to S—therefore e. 
m. f. (voltage) strength is at zero. 

Fig. 5: The L side of coil is starting to cut 
the lines of force up, and right side of coil (R) 
ia cutting down—E. M. F. is gradually increasing 
in coil. Lines flowing down through core N to S. 


Figs. 6, 7: In this position the coil is cutting 
the greatest number of lines at right angles—the 
lines have followed an easier path and are pass¬ 
ing through the ends of armature core—none 
through center or through coil—the generation of 
energy has reached its maximum and is stored 
in the wire—the actual tflux in the core is now 
at zero. The thing that is most important is, 
not the amount of flux that is flowing through the 
coil at any instant that is of importance to the 
generation of current, but rate at which this flux 
is made to pass from one path to the other as it 
changes from out of coil into it again. Therefore 
from position 6, when all flux is out of core or 
center of coil, to position 7, when the flux starts 
to pass through core or coil in an opposite direc¬ 
tion (fig. 7) represents the greatest rate of change 
and is the time for the contact points to open, at 
which time, is the practical maximum position. 

Fig. 8; the lines of force (flux) are now pass¬ 
ing through armature in a reverse direction to 
what it did in fig. 5, but voltage polarity is still 
same direction, because the L & R side of coil is 
still cutting lines of force in the same direction— 
but as coil is cutting a less number of lines, the 
e. m. f. weakens as it travels to zero position again. 

Fig. 9: Armature has turned y 2 revolution. No 
lines are being cut, voltage (e. m. f.) strength is 
at zero, but current still exists without genera¬ 
tion—due to the storage capabilities of the arma¬ 
ture windings. For instance, if we consider the 
magneto as a sort of pump and reservoir on short 
circuit, we can see why the reservoir can be full 
even though the pump has stopped. 

The reader must bear in mind that there are 
two phenomena in connection with the magneto; 
one is the voltage peak or maximum voltage fig. 
20, and the other is the current peak or maxi¬ 
mum current fig. 30. These two peaks are not 
in unison. The current peak lags behind the volt¬ 
age peak as much as 90°, when armature gets up 
to speed. This is the reason why there is a strong 
current flow even though the voltage wave is at 
zero. As armature moves from position fig. 9, the 
same cutting proceeds as before, but as the R and 
L side of coil will now cut lines in an opposite 
direction, the voltage polarity will be in opposite 
direction for the next half revolution. 


•A permanent magnet will retain its magnetism a long time if a keeper is kept on ends of poles—see 

page 303. The armature on a magneto, when in a horizontal position acts as a keeper—see page 302. 

An electro magnet is a magnet consisting of an iron core around which is wrapped wire. When 
direct current is passed through wire the iron core becomes a magnet—if flowing in one direction. Soft 
iron cores are used, as it quickly loses its magnetism when current ceases flowing. 
fMagnetic flux is the total number of lines of force flowing through a magnetic circuit. 








































































268 


DYKE’S INSTRUCTION NUMBER TWENTY-TWO. 



Fig. 1—Diagram of Connections of a High Tension Magneto. 

Names of Principal Parts. 

SW—Secondary winding of 
wire over the PW primary 
winding. 

O—Collector ring. P—Brush 
carrying high tension current 
to the base of distributer 

<R>. 

The current is then distri¬ 
buted to the four plugs through 
distributer arm, (Z) to the 
terminals (T). 

ZZ—is the spark gap. J- 
Condenser. S—is insulated 
base of distributer. 

See Chart 130 for other 
parts, cross section of which 
can be seen in Fig. 2, this 
Chart. 



Fig. 2—Longitudinal Section Through High Tension Magneto. 


CHART NO. 129—Primary and Secondary Circuit of a High Tension Magneto. Armature is known 
as a compound type, meaning double wound. It revolves with its tvire winding. 

Note—The distributor brush (Z) is revolved by a gear (W) which is revolved by a gear (X) on armature 
(Type DU4 Bosch.) 

(Charts 127 and 128 omitted (error in numbering). 









































































































































































































































































































































































HIGH TENSION MAGNETOS. 


269 


INSTRUCTION No. 22. 

THE HIGH TENSION MAGNETO. Description. Construction. 
Parts. Combination of Dual and Double Systems. Wiring 
Diagrams. Leading Magnetos. Four Ignition Systems on 
one Engine. 


Preliminary 

The high tension magneto is not only a 
mechanical generator or a substitute for the 
battery, but combines all the elements of a 
complete ignition system, except the plugs 
and switch. 

It performs three separate essential func¬ 
tions as follows; generating current; trans¬ 
forming the current to a high pressure: 
distributing the high tension current to the 
Individual cylinders. Besides these main 
functions, a number of minor functions 
have to be performed. The high tension 
magneto differs from the low tension mag¬ 
neto in only a few particulars. 

Armature winding: The armature on the 
high tension magneto is wound with an ad¬ 
ditional winding, called the ‘ ‘ secondary wind¬ 
ing, ” whereas the low tension magneto has 
but one winding called the primary winding. 

Instead of using a “separate” high ten¬ 
sion coil, this second winding on the arma¬ 
ture of the high tension magneto takes its 
place. (See figs. 1 and 2, chart 129.) This 
secondary winding is carefully insulated 
from the primary winding, except at one 
end, where both it and the primary wind¬ 
ing are grounded. (P W) is the primary 
winding, and (S W) is the secondary wind¬ 
ing (fig. 2). One end of (SW) is led, care¬ 
fully insulated, to a collector ring (O) 
mounted on the armature shaft, and a cor- 
bon pencil or-brush (P) rubbing on this 


Description. 

collector ring takes off the secondary cur¬ 
rent and leads it to distributor brush (Z). 

The other respect in which this type dif¬ 
fers from the low tension magneto in that 
tho condenser which is employed in connec¬ 
tion with the interrupter is usually built 
into the high tension magneto (J fig. 2) 
whereas with the low tension magneto, the 
condenser is in the separate high tension 
coil. The condenser is usually, though 
not necessarily located on the armature Bhaft 
in order to get it as close to the interrupter 
as possible, and it is there shown in fig. 
1, chart 129 (J). In some magnetos, for th# 
sake of greater accessibility and other rea¬ 
sons, the condenser is located outside the 
armature in a stationary sealed box. 

The purpose of a condenser in explained 
in chart 109. 

Owing to the fact that the secondary 
coil of the high tension magneto is located 
on the armature itself it follows that it 
not only receives an induced current, due to 
the breakage of the primary current, but it¬ 
self induces a current like that of the pri¬ 
mary coil, but smaller in volume. 

It has the same form of armature, field 
magnets and principle of interrupter as the 
low tension magneto, but varied construc¬ 
tion. The armature-coil, however, is differ¬ 
ent, having a primary winding with a sec¬ 
ondary winding over it. 


The high tension collector ring (O) per¬ 
forms for the high tension current the same 
function that the spring (S) at the end of 
the armature shaft in fig. 5, page 258, does 
for a low tension current. That is, in this 
instance, it conducts the high tension cur¬ 
rent from armature to the distributor. 

The collector ring is hard rubber with a 
brass ferrule (O) surrounding it, against 
which ferrule a heavily insulated stationary 
carbon pencil (P) bears. The hard rubber 
spool has wide flanges for the purpose of 
preventing the high tension current from 
escaping, by giving it a long path to travel 
from the brass contact ring to the shaft. 

As hard rubber is much more resistant than 
air, the current tends to travel over the 
surface of the spool instead of striking 
through it. 

*For example of a high tension magneto, the Bosch 

**This type of distributor is the “brush” type, ai 
shown in the Berling, page 312, and explained on 


**The distributor: It has already been 
explained how the high tension current ii 
induced in the secondary or fine wire wind¬ 
ing of the armature at the moment the cur¬ 
rent ceases in the primary winding. It re¬ 
mains to explain how this high tension cur¬ 
rent is distributed to the four spark plug! 
of a four cylinder engine in succession. 

The beginning of the secondary winding 
(S W) (figs. 1 and 2, chart 129) is con¬ 
nected to the end of the primary winding 
at (N), and since one end of the primary 
winding is grounded, the secondary is also 
grounded through the primary. The end of 
the secondary winding leads to an insulated 
contact ring (0), fig. 2, at the driving end 
of the magneto. 

From this ring the current is taken off by 
a carbon contact brush (P). From the brush 

, type DU4 as shown in charts 129 and 130 is used. 

3 it makes a wiping contact. The “gap-type” U 
page 247. 


270 


DYKE’S INSTRUCTION NUMBER TWENTY-TWO. 




Fig. 2. Front View of Bosch “DIM” 

magneto. 

Interrupter Parts. 

A—Platinum point on insulated contact- 
breaker block which connects with 
one end of primary winding. 

B—Platinum point on grounded breaker 
arm 0. 

C—Contact-breaker arm; platinum point 
at one end and lug at other end which 
comes in contact with cam G as C 
revolves. 

D—Brass disc fastened to armature shaft 
and rotates with it. A. B and 0 are 
fastened to this disc and revolve 
with it, but A is insulated from D, 
while B and 0 are grounded to it. 

E—Carbon brush grounds D to magneto 
frame. 

F—Cylindrical breaker-box housing which 

can be shifted by L, to advance or 
retard. 

G—Cam blocks which cause arm 0 to 
separate points at A and B. 

H—Spring keeps points A and B closed 
until seperated by G. 

K—Connects with A, or one end of 
primary and connects with terminal 
M (insulated). 

M—Connects with switch as shown in 
fig. 1, page 268. Other side of switch 
is grounded. When switch is closed 
magneto is “off”. See page 275; 
“to cut off magneto.” 

h—Spring for holding cover in place. 

♦ 

Distributor Parts. 

T—Terminal to spark plugs. 

Z—Distributor brush connecting with R. 

R—Connects with pencil brush P on 
collector ring 0, through contact con¬ 
ductor Q, as per page 268, fig. 2. 

U—Segments or contact pieces connected 
with terminals (T) on which brush 
(Z) slides. 


Fig. 1 Bosch “DIM” high-tension mag¬ 
neto for a 4 cyl. engine. Note single 
magnets. Type “DU6” is the same ex¬ 
cept for a 6 cyl. engine. Type “D4” 
has 3 bar magnets; Type “DR4”, 2 bar 
magnets. 


Fig. 3. Rear Sectional View. Note safety-spark-gap ZZ—see 
also, fig. 1 and 2, page 268. Note pole-pieces screwed to end 
of field magnets. The. dark shaded part on armature represents 
secondary winding; light shading, primary winding. 


Fig. 2 


CHART NO. 130—Names and Location of Parts of a High Tension Magneto. (Bosch.) 






































































































































HIGH TENSION MAGNETOS. 


271 


holder the current is carried through a spring 
contact conductor (Q) to the central distri¬ 
butor contact (R). 

The distributor consists of a disc of in¬ 
sulating material (S), in which are imbed¬ 
ded on the inner side one central cylindrical 
contact-piece (R) and four annular sector- 
shaped contact pieces (U U U U, fig. 1, 
chart 129). 

The distributor also comprises a shaft 
(V, fig. 2), -which carries a gear wheel (W) 
meshing with a pinion (X) on the arma¬ 
ture shaft. The gear wheel (W) has twice 
the number of teeth as the pinion, and 
the distributor shaft (Y) therefore makes 
one turn while the armature makes two. 

Distributor speed: The reason for driv¬ 
ing the distributor at one-half the armature 
speed is as follows: The armature as al¬ 
ready stated, turns at the speed of the en¬ 
gine crank shaft. The magneto here de¬ 
scribed is for a four cylinder, four cycle 
engine. In such an engine each .cylinder re¬ 
quires a spark once in two revolutions of 
the crank shaft. 

The distributor is therefore geared so 
that it makes one revolution. to two revo¬ 
lutions of the crank shaft and establishes 
connection between the high tension or sec¬ 
ondary winding of the armature and the 
spark plug to each cylinder once in every 
two revolutions of the crank shaft. 

The gear wheel (W) carries a brush hol¬ 
der (Y) containing a carbon brush (Z), 
which is adapted to make contact simul¬ 
taneously wi-th the central distributor con¬ 
tact (R), and with one of the annular dis¬ 
tributor contacts (U).** 

The distributor sectors (U) are surrounded 
at the inside and outside by annular rings 
of a highly insulating material, since they 
carry the high tension current. 

Each of the four annular contact segments 
(U) has secured to it a binding post (T) 
on the face of the distributor disc, and 
each of these binding posts is connected 
by a high tension (highly insulated) cable 
to one of the spark plugs. 

There are numerous methods of taking 
the current from the secondary winding 
on the armature, but in the Bosch a car¬ 
bon brush pressing on an insulated ring 
is adopted, thus allowing the armature to 
rotate freely, and also enabling the induced 
current to be drawn off. 

The distributor is, in effect, a rotary 
switch, especially insulated and provided 
with a number of contacts equivalent to 
the number of cylinders on the engine. 

Magnets and pole pieces: In any stan¬ 
dard magneto made on this principle the 
general construction would be as follows: 
The field magnets consist of two—or usu¬ 
ally three—pairs. One magnet of each pair 


being superimposed above the others. (See 
fig. 3, chart 131.) 

In some few cases three magnets ar« 
placed one over the other. The magnets 
are set to give correct north and south 
polarity. All north poles on one side and 
all south poles on the other side. 

The ends or poles embrace “pole pieces” 
of soft iron bored out to allow the armature 
to rotate quite freely, but very closely to 
the pole faces; in some cases the clear¬ 
ance is only .002 inch. 

The armature: Consists of an armature 
core of soft iron of II-shaped cross sec¬ 
tion; also referred to as a shuttle armature. 
This core of soft iron serves to form a 
bridge for the magnetic flux between the 
pole shoes, and also to carry the winding 
in which the current is induced. 

The armature is, in practically every 
standard type of the well-known “shuttle” 
type. The best class machines have the 
armature built up of thin stampings of 
soft iron, each insulated from the other 
by a thin film of varnish. This form of 
construction is known as a “lamiuated 
armature core.” A laminated armature 
core is shown in fig. 6, chart 121, and a 
complete armature wound with double wind¬ 
ing is shown in fig. 1, chart 131. It has 
the advantage over a solid cast-iron core 
in that the electrical efficiency is higher 
through the absence of “eddy” currents 
in the iron core which represent considera¬ 
ble waste of energy and cause heating. 

By breaking up the core into thin sec¬ 
tions, the currents cannot circulate through 
the iron, (spoken of.as “eddy currents.”) 
In the case of a solid core, the iron would be 
annealed to render it as “soft” as pos¬ 
sible, to obtain the oest magnetic effect. 

Armature winding: The armature core 
is first insulated with mica or similar ma¬ 
terial. Then it has several layers of heavy 
insulated wire wound upon it. To the end 
of this heavy wire is connected the begin¬ 
ning of a very fine wire (No. 36 or 40)* in¬ 
sulated with silk, which is wound on the 
core until the slot is filled almost to the 
height of the cylindrical portion, after 
which a wrapping of insulating cloth is 
applied, and bands are put around the cir 
cumference of the armature to prevent 
the wire and insulating material from fly¬ 
ing out and coming in contact with the 
pole shoes when the armature is rotated at 
high speed. To the ends of the armature 
the steel shaft or spindle is fixed by brass 
end plates. (See fig. 6, chart 121.) 

It will thus be noted that there are really 
two windings on the armature whereas the 
low tension magneto has but one winding 
—an inner winding of relatively few turns 
of heavy wire, and an outer winding of s 
large number of turns of fine wire. 


♦ The winding of a Bosch DU-4 magneto usually consists of 3 layers of No. 21 insulated primary 
wire and 70 to 72 layers of No. 36 silk covered secondary wire. 

**See foot note bottom of page 269. 


272 


DYKE’S INSTRUCTION NUMBER TWENTY-TWO. 



-Bajl Gear Drives Distributor. Band Rmg 


Fig. 1 


Drive 

End 





Fig. 1A 


Fig. 1. Exact size of a 
douple-wound high-ten¬ 
sion compound armature. 
It is similar to the low 
tension armature,, fig. 4, 
page 258, except the 
low tension armature is 
single-wound. The gear 
which drives the distributor is 
shown at one end and the collec¬ 
tor-ring at the other end. Wind¬ 
ing is taped and shellaced and 
small wire bands placed around it. 


Fig. 1A. Interior view of above armature, reduced in size. E—one 
end of primary winding grounded. The other end of primary wind¬ 
ing connects with condenser 0 (note one end of condenser is ground¬ 
ed, see also page 268), thence the primary winding leads to the in¬ 
sulated screw. This screw connects with the insulated breaker- 
point (A) and with switch connections (K) and (M), fig. 2, page 
270. See bottom of page 273 explaining the primary circuit. One 
end of secondary winding connects to collector ring. Other end 
grounded to primary wire. 



Fig. 2—Photographic view of the circuit-breaker or inter¬ 
rupter, on the opposite end to collector ring. Same type as 
shown in fig. 2, page 270, except interrupter arm above re¬ 
volves clock-wise and fig. 2, page 268 revolves anti-clockwise. 



Fig. 3—The horse-shoe magnets, 
pole pieces, etc., are the same 
principle as used on a low tension 
magneto. 


T 

J3A.SE 



Fig. 4. Circuit open on 
interrupter. This is the 
time the spark occurs. 
Note C raised by cam G. 

Fig. 5. Circuit closed on 
interrupter. Note C has 
passed over G. See page 
273 for explanation of 
interrupter. A, B, 0 and 
D revolve (Anti-clock¬ 
wise). F and G are 
stationary. 


i 








CHART NO. 131—Parts of a High Tension Magneto. Compound Wound Armature. Magneto In¬ 
terrupter or Circuit-Breaker. Magnet Structure. 

























































































HIGH TENSION MAGNETOS. 


273 


The winding of heavy wire, or pri¬ 
mary winding, serves primarily for gener¬ 
ating the current, and in connection with 
the fine wire or secondary winding, it also 
serves for multiplying the pressure or vol¬ 
tage to such an extent that it will produce 
a spark at the gap of the spark plug in 
the cylinder. Types of armatures are shown 
in chart 132. 

The interrupter, also called a “contact 
breaker.” To accomplish this breaking 
of the primary circuit at the proper mo¬ 
ment and then closing it again, a device 
known as a circuit breaker or interrupter 
is used. This is carried on the armature 
shaft opposite the driving end. 

It consists essentially of a stationary in¬ 
sulated contact point (A), (see fig. 4, chart 
131) and a movable contact point (B) on 
one arm of the bell crank (C). Both of these 
parts are mounted on a brass disc. (D), 
which is securely fastened to the armature 
shaft and rotates with it. 

The stationary contact (A) is insulated 
from the supporting disc (D), while the 
movable contact (B) is in metallic connec¬ 
tion with it, and the disc (D) is grounded 
to the frame of the magneto by a carbon 
brush (E). (See fig. 2, chart 129.) 

The circuit breaker is surrounded by a 
cylindrical housing (F), to the interior sur¬ 
face of which, at diametrically opposite 
points, are secured steel cam blocks (G & 
G.) 

Ordinarily the two contact points (A and 
B) are kept in contact by a spring (H). As 
the disc (D) rotates, the outer arm of the 
bell crank (C) comes in contact with the 
cam blocks (G), whereby the contact points 
(A and B) are separated momentarily.* 
^Fig. 4, chart 131.) 

As soon as the end of the bell crank 
(C) passes cam block (G) the spring (H) 
brings the two contact points (A and B) 
together again. (Fig. 5, chart 131.) 

The stationary contact block (A) is con¬ 
nected with one end of the primary wind¬ 
ing of the armature, through a screw pas¬ 
sing through the center of the armature 
shaft. (See (I) fig. 2, chart 129.) 

The other end of the primary winding 
has metallic connection with the armature 
core; in other words, it is grounded. 

It will now be readily understood how 
the current flows through the primary cir¬ 
cuit (fig. 1, chart 129). Originating in the 
primary winding (P W, fig. 2) on the arma¬ 
ture, it flows through the contact breaker 
screw (I) to the stationary contact (A), 
thence across to the movable contact (B), 
from which it is led through the contact 
brush (E), into the metallic framework of 
the magneto, whence it returns to the begin¬ 
ning of the primary winding, which is also 
connected or grounded to the frame. (Study 
fig. 1, chart 129.) 

★ The breaker points on the Bosch are usually sat 


**Condenser principle: When the two con¬ 
tact points (A and B) are suddenly sep¬ 
arated there is a tendency for the current 
to continue to flow across the gap, it pos¬ 
sessing a property similar to the inertia 
of matter. This would result in a hot 
spark being formed between the contact 
points, which not only would burn the points 
away rapidly, but also would prevent a 
rapid cessation of the current, which as 
already explained, is necessary in order to 
effect a rapid change in the lines of mag¬ 
netic force through the armature and a 
high inductive effect in the secondary wind¬ 
ing. To obviate this effect a condenser (J, 
figs. 1 and 2, chart 129) is employed, which 
in the Bosch magneto is placed in a hollow 
of the armature end cover at the circuit 
breaker end, also see chart 132. 

Condenser construction: This condenser 
consists of two sets of tinfoil sheets, sheets 
of opposite sets alternating with one another, 
and being separated by sheets of insulating 
material. All the sheets of each set are 
metallically connected, and one set is con¬ 
nected to the conductor leading from the 
primary winding to the stationary contact 
point (A), while the other set is grounded. 
In other words, the condenser is shunted 
across the interrupter. See fig. 1, chart 129 
and fig. 5, chart 109. 

Such a condenser is capable of absorbing 
an electrical charge, and its capacity is so 
proportioned that it will take up the entire 
charge of the extra current produced when 
the contact points (A and B) separate; that 
is, the extra current, instead of appearing 
in the form of a spark across the gap be¬ 
tween A and B, passes into the condenser 
(J). In this way the objectional arcing or 
burning at the contact points is avoided and 
the current flow in the primary circuit is 
more quickly stopped. 

fThe safety spark gap principle: There 
remains but one point to describe, and that 
is the safety spark gap (see Z & ZZ, fig. 
2, chart 129). This is practically a safety 
valve for the high tension current. If, for 
example, a wire became detached from the 
sparking plug or from the distributor so 
that the ordinary path of high tension cur¬ 
rent was barred, there would be considerable 
danger of the current forcing a circuit 
through the insulation of the armature, and 
thus doing very considerable damage were 
it not given some easier escape as provided 
by the safety gap. 


A magneto must be so designed that it 
will give a sufficiently hot spark at a com¬ 
paratively low engine speed, and the ability 
to do this implies the ability of generating 
very large and hot sparks and enormously 
high tension at high engine speed. 

The actual electro motive force or tension 
produced in the secondary winding is, how¬ 
ever, limited by the size of the spark gap 
in the spark plug, for as soon as the ten- 


016 in. gap, Rpark plug gap .020" to .025". 

Z .r.p.r* *-«-—«• - *■* >**• 

testing a magneto condenser. tSae also, pages 299, 291. 


274 


DYKE’S INSTRUCTION NUMBER TWENTY-TWO. 



Fig. 2. Primary Armature, Single Wound. Fig. 3. Compound Armature, Double Wound. 

Magneto armatures may be classified in two groups, according to the basic principles 
employed in the magneto field to generate the initial electrical impulses- These are known 
as the ARMATURE type ajid the INDUCTOR type. 

Armature type.—Electrical current is generated in the armature type magneto by 
revolving several thousand feet of fine copper wire, which is wound around a soft iron 
core, between the pole pieces of the magneto. As the winding rotates within its narrow 
confines, electrical impulses are set up within the winding. 

The armature type magneto may be redivided into two classes. One is called the 
PRIMARY ARMATURE magneto, and the other is called the COMPOUND ARMATURE 
type. 

The primary armature type has but a SINGLE winding in the magneto field and 
generates a low voltage current and is described in Chart 120 as the LOW TENSION 
MAGNETO. 

The compound armature type is the DOUBLE wound armature described previously 
(Chart 131) as the HIGH TENSION, DOUBLE WOUND ARMATURE TYPE OF MAG¬ 
NETO. 

The inductor type of armature is a little different from the armature previously 
described. This type consists of revolving a solid steel shaft, upon which are mounted 
two steel, fan-shaped inductor wings, within a stationary winding in the magneto field- 
(Chart 126.) 

In this type the wire does not revolve or move as it does in the armature on the 
magnetos previously described. The fan-shaped wings and shaft revolve, while the wire 
remains stationary. 

This type of magneto requires a separate high tension coil (transformer), which 
is placed separate from the magneto, as shown in Chart 123; therefore it would be 
called a low tension magneto with a separate high tension coil. 

The type of magneto using the inductor type armature is the REMY and K. W. make. 


CHART NO. 132—Another Diagram of a High Tension Magneto Circuit. Magneto Armatures. 





























































































































































HIGH TENSION MAGNETOS. 


275 


eion reaches a point sufficient to jump this 
gap the discharge occurs, and there is no 
further increase in the electro-motive force. 

*Suppose however, that the terminals of 
the spark plug are by chance bent unduly 
far apart, or that one of the high tension 
connections to the spark plug accidentally 
comes loose, then there would be no chance 
for the spark to pass in the ordinary way 
and the electro-motive force in the sec¬ 
ondary winding might build up tc such an 
oxtent as to puncture the insulation of the 
winding which would ruin the armature. To 
avoid this the safety spark gap is provided. 

Safety spark gap construction: It con¬ 
sists of a little chamber formed on top of 
the armature cover plate with a top of in¬ 


sulating material. Into the top and bottom 
of this chamber, spark terminals (Zl, Z2) 
aro set. 

The spark terminal in the bottom is, of 
course, grounded, and that in the insulated 
top is connected with a high tension con¬ 
tact brush (P) by a strip connector. 

The gap between the two terminals (Zl, 
Z2) is longer than the gap between the 
spark plugs, and ordinarily no spark will 
pass between these terminals, but if ow¬ 
ing to the conditions already mentioned, no 
spark can pass at the regular spark plug 
and the electro-motive force in the sec¬ 
ondary winding attains an abnormal value, 
a discharge will occur at the safety spark 
gap, thereby preventing the secondary elec¬ 
tro-motive force from rising still higher. 


Miscellaneous Details of Construction. 

Some of the mechanical details of the The distributor shaft is mounted in a 

plain bronze bushed bearing, which is lu- 


magneto may be seen in charts 129 and 130, 
which are three actual views of the Bosch 
model DU4. It will be observed that a 
spring-pressed contact brush (a, fig. 2, chart 
129, extreme bottom) is placed in the base 
cf the magneto bearing against the circum¬ 
ference of one armature end plate. The 
cbject of this contact brush is to make 
absolutely sure that the revolving metallic 
parts of the magneto are at all times in 
good metallic connection with the station¬ 
ary part and the frame of the car; in this 
construction, therefore, the armature bear¬ 
ings carry no current. 

The armature shaft is mounted in annu¬ 
lar ball bearings (fig. 2, chart 129) (b and 
c), which are provided with oil guards so 
that any lubricant supplied to them will 
not be easily lost or reach the insulating 
parts. The armature tunnel is closed on 
top by an aluminum cover (i) and the 
front of the circuit breaker housing is pro¬ 
vided with a brass cover (g), which is held 
in place by means of a hinged flat spring 
(h), so it can be removed and replaced. 

To Cut-off the Magneto 

It is necessary to be able to stop the 
magneto from producing sparks when it is 
desired to stop the engine. (See fig. 
2, page 270). To this end a sheet metal 
■trip (K) is provided which contacts with 
the stationary contact point (A) of the 
circuit breaker and leads to a binding post 
(M) on the circuit breaker housing. From 
this binding post a wire is carried to a 
switch on the dashboard. One side of this 
switch is grounded. 

When the switch is closed the current gen¬ 
erated in the primary winding of the arma¬ 
ture flows to contact point (A), thence 
through strip (K), binding post (M), and 
connecting wire to the switch, whence it 


bricated by means of a wick oiler (e). A 
felt washer (d) encloses the inner end of 
the bearing, while at the distributor end is 
provided a channel (j) for the escape of 
any oil working out of the bearing so it 
will not reach the distributor. A large size 
oil well (o) is provided for the wick oiler 
and is closed by a hinged cover (f) on top. 

A number of other illustrations are also 
shown of the Bosch DU4 magneto, in chart 
130 and 131, which may aid those not fa 
miliar with mechanical drawings to grasp 
the arrangement of parts. 

So far as the above description of the in¬ 
dividual parts and their functions is con¬ 
cerned, that applies to any true high ten¬ 
sion magneto, that is, a magneto having 
both a low tension and a high tension wind¬ 
ing on the armature. 

Each of the elements here described is 
always present, and serves the purpose indi¬ 
cated, though the relative location of the 
parts varies somewhat. 

Ignition—The Switch, 
passes through a wire into the framework 
of the car and returns to the beginning 
of the primary winding. The effect of this 
is that the primary winding is “short cir¬ 
cuited’ ’ all the time, and the opening and 
closing of the contact points (A and B) 
have no effect. In technical terms, the cir¬ 
cuit breaker is cut out. 

The flow of the primary current can eas¬ 
ily be followed in the diagram of connec¬ 
tions (fig. 1, page 268) where its direc¬ 
tion when the magneto is working regularly 
is indicated by full arrows, and its return 
path when the magneto is running but not 
producing sparks, is indicated by dotted 
arrows. 


delation of spark plug gap to engine compression: Assuming we have a 4 cylinder magneto, the 
‘safetv sap” of which is set at %" corresponding to 8000 volts, which also corresponds to the 
rootage required to fire a spark plug having a gap .025" under a pressure of 65 lbs. IUh.s magueto was 
■eouired to fire an engine where there was a higher compression of 85 to 90 lbs. even if the mix- 
ure represented slightly lower resistance, it would probably fail to fire and instead would jump 
.cJoss X safety gap (see Zl and Z2, figs. 1 and 2. page 268). However, a s ight reduction of 
he distance between the spark plug points would lower the effective pressure so that it would operate 
the proper mlnnerOn the other hand, if the engine had low compression, the spark plug points 

s^SSgrc S? iKpW?: 

3ee page 627 for compression. 


276 


DYKE'S INSTRUCTION 


NUMBER TWENTY-TWO. 



Fig. 1—A “Single'’ high tension magneto; 
Engine is started direct from magneto cur¬ 
rent. Current is distributed to plugs. The 
switch connects to interrupter on magneto 
on one end, and ‘‘ground” on the other. To 
stop magneto, the switch is closed, not opened. 



Fig. 2 —A ‘‘Dual ' system of ignition; 
Either the high tension single coil with bat¬ 
tery (using the distributor on magneto) may 
be used or the high tension magneto alone, 
may be used. Only one set of spark plugs. 


The “Double” system of ignition; 
high tension magneto and a separate 
single high tension coil with a sepa¬ 
rate timer and distributor combined, 
using a battery. 

The positive terminal of the bat¬ 
tery is grounded and the negative 
terminal led to terminal (5) of the 
stationary switch plate. Switch ter. 
minal (1) is tnen connected with 
the binding post located on the 
under side of the timer-distributor 
(T D). The second binding post on 
the timer-distributor, which is lo¬ 
cated on the under side of the tim¬ 
ing control arm, is to be grounded. 

Switch terminal (2) is connected to 
the grounding terminal of the mag¬ 
neto. 


Bosch Battery Coil 


Spark Plugs 





h ® 


9 

i ® 

© 






Fig. 3. —Bosch “Double" System of Ignition— two sets of 
Spark Plugs and two Independent Ignition Systems. 


The cover of the Timer-Distributor may then be replaced, but a careful note should be 
made of the distributor terminal with which the distributor brush is in contact. This dis¬ 
tributor terminal should be connected to the proper spark plug of the cylinder with which 
the distributor of the magneto is in circuit. The remaining distributor contacts should be 
connected in accordance with the firing order of the engine, and will, of course, be identical 
with the connections of the magneto. Switch contact (4) is then to be connected to the cen¬ 
tral contact of the timer-distributor, and this will complete the connections. 

When the switch is in the off position, the battery circuit is broken and the magneto 
is grounded, in consequence of which no sparks will be produced when the motor is cranked. 

With the switch thrown to position (B), the magneto will continue grounded, but the 
battery circuit will be completed, and in consequence, the breaking of the circuit by the 
timer-distributor w T ill result in the production of a spark that will be transmitted to the 
proper cylinder by the distributor. 

The same condition will exist with the switch thrown to position (MB), except that then 
the magneto ground circuit "will be broken and that magneto sparks will be produced in ad¬ 
dition to the battery sparks. 

With the switch thrown to position (M), the magneto will operate in the normal man¬ 
ner, and the battery circuit will be broken. 


CHABT NO. 133—Magneto Wiring Diagram of a High Tension Magneto; “Single,” “Dual” and 
4 ‘ Double ’ ’ Ignition System. 

Not©—The system fig. 3, is known as the “Bosch Battery, Ooil and Timer-Distributor" system and is similar 
to system explained on page 253. 
elee foot note bottom of page 281. 



















































































































































































277 


HIGH TENSION MAGNETOS. 


Examples of Magneto Ignition. 

The magneto was extensively used in the 
past on pleasure or passenger ears, but the 
high tension “coil and battery” ignition 
has taken its place for reasons stated on 
page 255. 

The magneto is now extensively used on 
trucks and tractors for reasons stated on 
page 255. The truck and tractor engines 
are seldom equipped with electric starting 
motors, but are equipped with “magneto 
ignition” and “impulse starters.” In fact, 
during the war very near every truck in 
Government use was thus equipped, which 
eliminated the battery and complication. 

Dual Ignition. 

Dual system of ignition: Where a car has 
two ignition systems for instance, a “coil 
and battery” and independent “magneto,” 
but both systems using one set of spark 
plugs—this system is called a “dual” igni¬ 
tion system. 

Dual ignition is quite common where 
magnetos are used, that is, before the ad¬ 
vent of the “impulse starter.” The idea 
being to have an auxiliary battery and 
coil system to start on, and the magneto 
to run on. 

There are two general principles of dual 
systems, which were formerly used to a 
great extent; the “low tension magneto” 
and a separate “high tension coil” and 
battery—per pages 262 and 263. The coil 
and battery were used for starting engine; 
after starting, the magneto supplied the 
current to the coil. 

The other method was by the use of a 
“high tension magneto” and a separate 
and distinct “high tension coil” and bat¬ 
tery ignition system. The engine was 
started on the battery and coil system then 
switched over to the high tension magneto 
which was independent of the coil. 

An example of a dual system using a high 
tension magneto and separate high tension 
coil and battery is shown in fig. 2, page 276. 

High Tension Magneto Alone. 

In fig. 1, page 276, note the high tension 
magneto supplies current to the four spark 
plugs on a four cylinder engine. 

The armature is double wound; therefore 
a separate coil is not necessary. The dis¬ 
tributor on the magneto distributes the 
high tension current to the spark plugs. 

The disadvantage of this system is in 
starting, the armature on magneto must 
be revolved fast enough to generate cur¬ 
rent before the spark will occur at the 
plugs. Therefore it is necessary to “spin” 
the crank. This is not a very satisfactory 
system unless an “impulse starter” (page 
832) is used as explained on page 255 and 
above. 

When equipped with an impulse starter 
it is a desirable system for trucks, tractors 
and stationary engines. 

Double Ignition. 

Double system of ignition: Where two 
sets of spark plugs are used with two inde¬ 
pendent ignition systems—this is called a 
“double” system. 

♦See also, page 927 and Insert No. 1. 


An example of a “double” ignition sys¬ 
tem using a battery, high tension coil, tinier 
and distributor for one system and a high 
tension magneto for the other with two 
spark plugs in each cylinder, is shown on 
page 276, fig. 3. 

Another form of Double System. 

Referring to page 278, note the separate 
and independent high tension magneto. The 
coil and battery system is similar to the 
master vibrator system, explained on page 
230. See page 278 for further explanation. 

*The Pierce-Arrow engine, from the time the 
system on page 278 was discontinued, up to 
July, 1919, used a “double” system consisting 
of a high tension magneto with an independent 
set of spark plugs and a separate coil and bat 
tery ignition with another set of spark plugs, or 
two spark plugs per cylinder per page 276. 
Either system could be used independently or to¬ 
gether. When used together, this insured a very 
hot spark in the cylinder with result that more 
power and less gasoline is consumed, as explained 
below. 

The late 1919 Pierce-Arrow uses a Delco bat¬ 
tery and coil ignition system, using a “double” 
timer and distributor and two spark plugs to each 
cylinder. A generator is used to charge the 
battery. The magneto has been eliminated. 

Two-Spark Ignition System. 

The “two-spark” system used in connec¬ 
tion with a high tension magneto is ex¬ 
plained below on pages 283, 926. Here we 
have two distributors on the one magneto 
and two spark plugs are provided for each 
cylinder. The principle is similar to the 
“double” system except the one magneto is 
used. 



Remy two-spark magneto. 

The advantage of having two spark plugs fire 
at one time in each cylinder, is to increase power 
and speed, explained as follows: By referring 
to page 307 we learn that there is a difference 
between the time when the spark occurs and the 
actual time of combustion. Therefore with a 
weak spark, the time of spark is made to occur 
earlier, that is, “advanced” before piston reaches 
top of the compression stroke, in order that it 
will have time to ignite the gas, combust and 
expand before piston gets to far down on power 
stroke. With a “double” system or “two-spark” 
system, or a good hot spark, this advance of igni¬ 
tion is less, as the combustion is almost instan¬ 
taneous, consequently, with less advancement of 
spark, there is less liability of firing back on the 
piston before it reaches the top of compression 
stroke and furthermore there is a saving of gaso¬ 
line, because with a good hot spark all of the 
gasoline is ignited and used for power instead of 
part of it passing out the exhaust not fully 
ignited. In other words a weak spark produces 
slow combustion and a hot spark quick combus¬ 
tion. 

Two-Point Ignition System. 

The “two-point” system, where two 
sparks occur at the same time but in dif¬ 
ferent cylinders, is shown on page 284. 

On a four cylinder engine, the spark 
would occur at two spark plugs at once, but 
inasmuch as one of the pistons would be on 
exhaust stroke, this would make no dif 
ference. 











































278 


DYKE'S INSTRUCTION NUMBER TWENTY-TWO. 


This system is what would 
be termed a “double ignition,” 

in that it has two sets of plugs 
and two independent systems 
of ignition, coil and magneto. 

A synchronized (multiple 
unit) Autocoil is used in con¬ 
junction with the battery sys¬ 
tem only. The coil case con¬ 
tains six non-vibrator unit coils 
and a master vibrator. Each 
non-vibrator unit coil has a 
test key for locating trouble¬ 
some plugs and each unit also 
has a safety gap or telltale de¬ 
vice to indicate the accidental 
opening of the secondary cir¬ 
cuit. 




Fig. 1—Diagram of the Coil and Switch. 


When switch lever is in “off” position, magneto 
is grounded through pin (P) to lever and battery 
circuit is open. When in (B) position, magneto is 
still grounded and battery circuit is closed, providing 
plug has been inserted in switch hole. When in (M) 
position, magneto is not grounded and battery circuit 
is open on account of pin (P) being removed from 
spring above it. 

Fig. 1 shows a complete diagrammatic circuit of 
the switch, master vibrator and one unit. The other 
five units are identical with the one shown and are 
connected to the common strap along the front of the 
case, as shown by the screws in figs. 1 and 3. 

The test key is normally open until it is depressed 
for testing, when it causes the current to flow through 
the resistance (R) and through the primary. This 
resistance is arranged so that there is not sufficient 
current passing through the primary to produce a spark 
in the secondary circuit; hence when the key is de¬ 
pressed, the spark in that particular cylinder is cut 
out. 


Spark gap—-One side of the gap is connected to 
the high potential side of the secondary winding, the 
other to the low potential side of the secondary wind¬ 
ing. This permits the spark to jump across the gap 
without doing damage to the internal construction of 
the coil, if for any reason the wire to the spark plug 
should become disconnected, or the points of the plug 
set too far apart. 

The low potential (voltage) side of the magneto pri¬ 
mary is grounded to the engine frame through the 
bolts which hold it in place. 

The wire marked “Tc Ground” should run to the 

frame of the engine. 



Fig. 2—View of connections from coil to 
cylinders and commutator, and magneto to cylin¬ 
ders. 


Ph r- 




It is a simple matter to trace the circuit from the 
battery through the master vibrator, through one of 
the coil units to the timer, to ground, whence it 
returns through the ground wire to the switch lever. 

If it is turned in the (B) 
position, the magneto will 
be grounded and the bat¬ 
tery circuit complete when 
plug is inserted in the plug 
hole. 

The coil system being the 
master vibrator type similar 
to system explained in chart 
110. fig. 1. 


The magneto system above 
is the usual high tension 
type. 


* Fig. 3—Top view of the coil used on an early model Pierce six cylinder car. 


CHART 133A—Example of a “Double” Ignition System Using a High Tension Magneto and a 
Multiple Type Coil (formerly used on Pierce Arrow—now obsolete—merely shown as example). 

See page 349 for Pierce-Arrow electric system used after discontinuing this system, and page 277 explaining svs- 
tem now in use. * 6 " 





















































































































































































HIGH TENSION MAGNETOS. 


279 


Bosch. Vibrating Duplex System. 

This system is described in chart 137. Its 
purpose is to assist in starting. Do not 
confuse this system with an electric system 
of starting by movement of crank shaft. The 
principle of this system is to supply a sep¬ 
arate battery and vibrating coil to start 
engine on, doing away with a dual system. 
See chart 137 for further description. 

To Time the Magneto. 

Which is a Bosch DU4 or DU6 as an ex¬ 
ample. First place piston of No. 1 cylin¬ 
der on top of compression stroke, and with 
magneto interrupter housing retarded set 
contact points just starting to break. The 


driving means can then be coupled up. 

The timer distributor, fig. 3 chart 133, 
should then be revolved (in direction of ro¬ 
tation) until timing interrupter is in the act 
of breaking. 

To Time the Eisemann “G” Types. 

With these systems it is merely necessary 
to bring No. 1 piston to top dead center, 
rotate the magneto until the setting mark 
on the distributor is opposite the pointed 
screw at the top and couple up the drive. 
Use marks “R” or “L” for right or left 
hand rotation, respectively, as needed—ro¬ 
tation being judged from driving end. (see 
page 285.) 


Instructions to the Reader. 


If the reader will master the purpose and 
principle of the following, it will then be 
easy to analyze any system of ignition he 
may come across. For instance, learn the 
difference between; low tension coils, high 
tension coils; low tension magnetos, high 
tension magnetos. 

Other details to classify would be; the 
difference between the commutator, timer 
and interrupter, and sources of electric sup¬ 
ply, as direct current chemical generators; 
(dry cells and storage batteries). Direct 
current, mechanical generators; (dynamos). 
Alternating current, mechanical generators; 
(magnetos). 

Methods for distributing the secondary 
current to the spark plugs; by a distri¬ 
butor as used on a magneto, or by a commu¬ 
tator in connection with a vibrator coil. In 
other worls, very nearly all of the systems 
compose one or more of the parts of the 
four principles of ignition. 

Difference in Makes of Magnetos. 

An inspection of the illustrations of the 
different leading makes of magnetos shown 
in chart 141 will give the reader an idea 
of the variance in construction. In this 
chart we illustrate magnetos of the low ten- 
tion type and magnetos of high tension 
type. 

As previously explained, the low tension 
type of magneto employs an armature wound 
with only one winding of wire, which is 
called the primary winding. We learned in 
a previous instruction that when a magneto 
employs a single primary wound armature, 
then a transformer (high tension coil) sep¬ 
arate and distinct from the magneto, is nec¬ 
essary in order to step up or transform the 
low tension voltage, (pressure) up to a high 
pressure. 

By referring to chart 141, we find that the 
Remy and Splitdorf ( in the models shown) 
have primary wound armatures and need sep¬ 
arate coils or transformers. But going a lit¬ 
tle further into detail, we find that the Split¬ 
dorf, Eisemann, Bosch, Mea and the pivot¬ 
ing magnetos all have armatures which 
revolve with the winding wound on the re¬ 
volving part. 


In the Remy and K. V. we find that the 
winding does not revolve, but is stationary. 

“Armature” and “Inductor” Type; 

“Primary” and “Compound” 

Wound Magnetos. 

The revolving type of armature, with the 
wire wound thereon, is called the 11 arma¬ 
ture” type, and the type where the wire is 
stationary is called the “inductor” type. 

If there is only one winding it is called 
a “primary” wound armature. If there 
are two windings, then it is called the 
“compound” type, (see chart 132.) 

The primary wound armatures are low 
tension, and require separate coils. 

The compound wound armatures are high 
tension, and do not require separate coils 
—only as a matter of convenience for easy 
starting or dual systems of ignition. 

We will now go back to the “armature” 
and the “inductor” type. Up to the pres¬ 
ent we’ve shown only the Remy and K. W. 
with an inductor type of armature, with a 
single, primary winding. 

By referring to the K. W. magneto, in 
chart 141, we find that the winding on this 
type is also stationary, but instead of be¬ 
ing a single primary winding, as on the 
Remy, it is a double or compound wound 
armature like the Bosch, Eisemann and Mea 
—but differs from the last mentioned in that 
the winding does not revolve. 

In the Bosch, Mea, and Eisemann the ar¬ 
mature is compound wound and of the 
“armature” or revolving type. The prin¬ 
ciples of the magnetos are about the same, 
with some few minor differences in con¬ 
struction. 

“Pivoting” or “Rocking” Type 
Magneto. 

The Mea magneto differs in that the mag¬ 
nets can be turned from side to side (called 
pivoting type); they are bell-shaped, and 
placed horizontally; therefore, unlike the 
customary horse shoe type, mounted verti¬ 
cally. In this construction the magnets 
and breaker are moved simultaneously in¬ 
stead of the advance and retard of contact 
breaker alone. 


-^continued on page 287 


/ 


280 


DYKE’S INSTRUCTION NUMBER TWENTY-TWO. 


The Bosch Dual Ignition System. 


The parts of this system are shown in fig. 2. 

This system provides a coil and battery system and 
a high-tension magneto system, both independent. 

One set of spark plugs and one distributor on the 
magneto is used for both systems. 

FIG. 2 WIRING DIAGRAM 



Mag. SectOS witch 
Mag. GrVd Wire 


Fig. 2. Wiring diagram of the Bosch DU4 dual 
ignition system. The DU4 type magneto is fitted 
with two interrupters as shown in fig. 6a, instead 
of one interrupter as shown in fig. 2, page 270. 

Fig. 6a. The magneto is the regular DU4 high- 
tension magneto fitted with a separate and indepen¬ 
dent timer or interrupter 
for the coil and battery 
system. This contact- 
breaker has no electrical 
connection with the mag¬ 
neto. The second altera¬ 
tion from that of the reg- 
ular single DU4 high-ten- 
sion magneto, consists of 
inter- the removal of the connec- 
n, P ter tion (see Q, fig. 2, page 
268), which on the ordi¬ 
nary magneto connects the high-tension collector-ring 
to the distributor; now that the distributor is to do 
duty for two ignition systems, it is necessary that 
the current be carried to it through the switch, via 
wire 4 when the battery and coil system is switch¬ 
ed on (see fig. 7, also, fig. 2), or via wire 3 when 
magneto is switched on (see fig. 6). 

To the 
Distributer 

\ 




to the /mm 


To the battery f / f.)'? 

contact , 21 Y4. ' / J ') X 

breaker 1 ^ J / ; *•> V 

f f >1 

lie fin fixe f>ole //FIG. 8 

of the battery - 


COIL 6c SWITCH 


Fig. 8. The coil and switch is shown above. 
The coil is a double wound high-tension coil. 

The switch and coil are mounted on the dash. The 
switch controls both ignition systems. Note when 
switch (11) is turned the coil with its core (20) 
and winding, and end of coil (17) turn also. 
Switch plate (16) is stationary. 

Parts of the switch and coil are as follows: 11, 

switch handle (also called, kick-switch) ; 12, mov¬ 
able switch cover; 13, coil case; 14, starting press 
button; 16, fixed or stationary switch plate (see 
also, figs. 16 and 16a); 17, movable switch plate 
on rear end of coil (see also, fig. 17a) ; 20, iron 
core of coil over which primary and secondary 
are wound; 21, plate carrying the starting arrange¬ 
ment and condenser; C, condenser. Note primary 
winding connects to it at S; 23, contact spring; 
24, trembler blade also called vibrator blade; 25, 
26, auxiliary contact-breaker; 27, trembler or vi¬ 
brator spring; 28, screw holding switch plate to 
coil; 29, locking key; 30, dash board or cowl. 


Fig. 8A. Front view of switch. M, magneto side; 
B, battery side. 

Fig. 8B. Side view of switch and coil case. 

13 
v 



Fig. 17. Front view of coil to which the switch 
is attached; Y—is the trembler or vibrator blade 
(26, fig. 8) ; 14, the press button contact. 

Fig. 17A. Rear movable switch-plate with bus¬ 
bars and connections (Z) on end of coil. 

Fig. 16A. Inner side of stationary switch-plate 
showing connections 1, 2 3, 4, 5 and 6 which make 
contact with connections (Z, fig. 17A) when switch 
is turned to B or M side. 

Fig. 16. Rear end view of switch-plate (16, fig. 
8) showing terminals to which wires are connected 
as shown in fig. 2. 


Starting Engine. 

The engine is usually started by switch being 
placed on the B or battery side. The interrupter 
(1) on magneto being used for the primary winding 
on coil and the distributor on magneto being used 
to distribute the high-tension current to the spark 
plugs. Otherwise the magneto has no connection 
with the battery and coil ignition system when 
switch is on the B side. 

In order to start engine with the starting 
handle (or electric starter, if one is provided) the 
press-button (14, fig. 2 and 8) is pressed down 
and then turned at right angles, a process which 
locks it in position for the trembler spark. 

The engine can also be started on the switch 
or “ignition,” as it is often termed. The switch 
is turned to B side and then the brass press-button 
(14) is pressed down. Often times this will start 
engine, if cylinder has a charge of gas in it. If 
not, then it will be necessary to crank engine 
after locking press-button as explained above. 

To explain this ignition starting feature, see 
fig. 9. The 6 volt storage battery (or 10 dry cells) 
is supposed to be switched on (B, side). 


P«Hh 04 Cuxvcw* vAK^rv. \u.xxx\\YVC > ox\ 

Prou Button. 


G AOC//VO 


] —. f contidt brtaJkxr 



—continued on next page. 


CHART NO. 134—Bosch Dual Ignition System—continued in charts 135 and 136. 

Wiring connections from distributor to spark plugs are not in regular firing order. Main purpose of diagram is 
to show Switch Circuits. 















































































































































HIGH TENSION MAGNETO. 


281 


—continued from page 280. 

Starting from the left hand storage battery ter¬ 
minal (to make it easier to understand), the cur¬ 
rent passes through the primary winding and ar¬ 
rives at the end of the trembler blade and the 
blade above, called the auxiliary contact breaker. 
The current cannot travel beyond the trembler blade 
because, as will be seen, the platinum points are 
separated. Neither can it complete circuit along 
the auxiliary contact breaker blade because the 
main contact breaker (left hand lower corner) 
also stands open, being the position in which the 
contact breaker always comes to rest when the en¬ 
gine stops, save for the few occasions when the en¬ 
gine stops with the piston about dead center. 

To start the engine therefore, we have only to 
press the button so that the upper platinum point 
comes into contact with the lower one, and immedi¬ 
ately the circuit will be completed, the trembler 
start buzzing and a shower of sparks sent through 
the plug of the cylinder which is next to fire. Now 
the work of the trembler blade is done, the engine 
has started and the main contact breaker is set 
in motion. The current troubles no longer about 
the trembler blade, but follows the upper path 
along the auxiliary contact breaker and through the 
main contact breaker, the making and breaking of 
which does the work of the trembler and creates 
the high tension current. The engine may be 
kept running in this manner at the pleasure of 
the driver. 

The auxiliary contact breaker, fig. 9: Now let 
us take the exceptional case of the engine stopping 
with the pistons about dead center and the main 
contact-breaker points (B P) closed. The current 
this time finds an easy circuit through the closed 
points, the iron core becomes magnetized, the 
trembler blade is held down on the core, and press¬ 
ing the button as before has no effect. No spark 
is made because there is no break in the circuit. 
But if the reader will examine the diagram closely, 
he will observe that the act of pressing the button 
presses the auxiliary contact-breaker blade away 
from its upper platinum point and on to its lower 
one the momentary break thus caused in the circuit 
being sufficient, under the circumstances we are sup¬ 
posing, to create the necessary high tension current 
for the spark in the cylinder and so start the 
engine. 

When the engine stops in the more usual way 
with the storage battery contact-breaker open, the 
opening and closing again of the auxiliary contact 
blade has no effect. The diagram, fig. 8, shows 
the coil as it actually exists. 

Battery and Coil Position. 

Fig. 3. Illustration is supposed to represent 
rear of coil and switch. Points 3 and 4 are not 
connected, consequently magneto secondary circuit 
is open. Note magneto primary wire is grounded 
at 2, therefore it is out of service. 


Coil secondary circuit: in passing through prim¬ 
ary winding, a high-tension current is set up in 
the secondary winding (SW), when breaker-points 
separate. 

This high-tension current flows to distributor 
wire at 4. Thence to magneto distributor (D). 
Here it is passed to the different spark plugs in 
order. It goes through the spark plug center 
terminal across gap to shell of plug to cylinder, 
thence to ground back to other end of secondary 
winding (note lower end of secondary is grounded 
to bus-bar Z which is grounded with 6). The coil 
condenser is shown at C. 



Fig. 7. Outside wiring of the battery and coil 
system when switch is on B side. (Note points 3 
and 4 are not connected, thus opening magneto 
circuit). Primary current leaves battery and 
travels to ground (G). As 6 is grounded, current 
goes to 6, thence to 2 and along 2 to the magneto. 
Then to 1 on magneto along wire as indicated by 
arrows to the point 1 on switch pate (16). Here 
it travels through primary winding (PW) of coil 
then to 5 and back to battery, thus completing the 
primary circuit. The secondary circuit is- from 
4 to distributor, thence to spark plugs. 

Note: when switch is turned, the rear end of 
coil (fig. 17A), with the bus-bars (Z) moves and 
connects with inner side of switch plate (16A). 
Therefore, when switch is thrown on B side the 
point 1 on switch plate (16) lines up with point 
1 (one of the bus-bars Z) on rear end of coil (fig. 
17A), likewise 2 and 5 line up with bus-bars on 
the end of coil. 

Magneto Position. 

Fig. 5. Note switch is now on (M) magneto 
side and there is but one closed circuit; it was made 
by connecting 3 and 4 on switch plate (16) with 
bus-bar (Z) on rear of coil. Note all other points 
of contact are open, including the magneto short 
circuiting or grounding wire connected with 2. 



G FIG. 3 BATTERY 
POSITION 


PW 


K EAR END 
OF COll 


Battery 


+ 


SW 


BAT’Y 

R - S G 


TIMER 


Coil primary circuit: When swiiun is on B side 
the current in battery leaves it at the positive ( + ) 
side and travels through ground wire (G) to battery 
and coil timer or interrupter, which is operated 
by a cam ou the magneto. The course is then to 
post 1 through mechanism in direction of arrows, 
to point S. 

It flows then through primary winding (PW) 
of coil, and as the arrows show, through point o 
back to battery, thus completing the primary cir¬ 
cuit. 



Magneto primary circuit is then from primary 
winding (PW) of magneto armature, to magneto 
interrupter (M), thence to ground. Other end 
of primary winding (PW) is grounded, thus com¬ 
pleting primary circuit. 

Magneto secondary circuit. One end of second¬ 
ary winding (SW) goes to 8 and 4 which are now 
connected with bus-bar Z. From 4 it flows to distri¬ 
butor (D), thence to and through spark plugs. 
Here the current is grounded. The other end of 

—-continued on next page. 


CHART NO. 135—Bosch Dual Ignition System—continued. 


In practice, connections from distributor to spark 
as it should connect to fire 1, 2, 4, 3 or 1, 3 4, 


plugs are not as shown; if so, it would fire 1. 2, 3, 4, where- 
Main purpose of diagrams is to show Switch Circuits. 




















































































282 


DYKE’S INSTRUCTION NUMBER TWENTY-TWO. 


—continued from page 281. * 

the secondary winding (SW) is grounded also 
by connection with primary wire, thus completing 
the high-tension circuit. Note magneto condenser 
below magneto interrupter. 


wire 4, then to distributor where it is then distri¬ 
buted to Bpark plugs. 

Fig. 4. Off position of switch. Note in this posi¬ 
tion there is no complete circuit, as points 1, 5 



Fig. 6. Outside wiring of the magneto position. 
Note points 1, 2 and 5 are not connected. 

The high-tension (secondary) current generated 
in magneto armature leaves magneto at 3, travels 
to 3 on switch-plate (16), thence to distributor 



and 4 of switch-plate do not coincide with points 
1, 5 and 4 of coil switch-plate, note primary cir¬ 
cuit of magneto is short-circuited, or grounded at 
2 on switch-plate, thus it is out of service. Mag¬ 
neto secondary circuit is open from 3 to 4. 


Bosch Two-Spark or Dual Double Ignition System. 


When the switch (fig. 2a) is thrown on the mag¬ 
neto side, without the two-point switch (fig. 2b) in 
the circuit, the path of the current is as follows: 

The low-tension current generated in the primary 
winding of the magneto passes through the breaker- 
points to ground. At the break of the points a 
high-tension current is set up in the secondary 
winding, this current leaving the magneto at 3 and 
passes to the point 3 on the coil, as indicated by 
the arrows. Then from point 3 to point 4 and 
thence to the distributor wire, along this wire 
to point 4 on the magneto. The distributor arm 
next receives the current which in turn is sent to 
the different plugs as indicated by the arrows. 
The current is sent to the ground after leaving 
the spark plugs and the high-tension or secondary 
winding being grounded at one end, the secondary 
circuit is complete. 


When the two-point switch (fig. 2b) is thrown so 
that both sets of plugs are to come into play, both 
distributors of the magneto become operative. The 

path of the primary and secondary current to the 
magneto in this case is the same as before, but 
when delivered to the magneto the current is passed 
to two distributors instead of one. In this way two 
distinct electrical currents are distributed to two 
different sets of spark plugs. 


The coil and battery ignition can be used inde¬ 
pendent of the magneto by switching to the B side 
°f switch (fig. 2a) and one or both sets of plugs 
connected with two-point switch (fig. 2b). See 
also, page 283. (Motor Age). 



FIG. 2 


COIL LEGEND 

L - KETY LOGIC. K -KICK LZVKB. J> - POJ/f KU7TQK. M - PZAGKBTO OPKKATIKG BOTH SBTS OB OKB 
STT ACCQPIWG TO P0S/77OK CF TWO-POfjVT 'SWITCH. B-BATTKKY QPBBAT/jYG IKIKT PITG6. 


CHART NO. 136—Bosch Dual Ignition System—continued. To time this magneto, see page 311. 
Also the Bosch Two Spark or Dual-Double Ignition System. 




























































































































































HIGH TENSION MAGNETOS. 


283 


Bosch Two-Spark Magneto. 


The purpose of the Bosch two-spark magneto 
(fig. 1), is to produce ignition at two plug points in 
each cylinder, in order to reduce the time interval 
between ignition and complete combustion; and, 
where it is possible to locate two Bpark plugs in 
each cylinder as shown on page 286 and 282. The 
result is to reduce the ignition advance necessary, 
and thus to secure an increase in the efficiency and 
output of the engine. See also, page 277. 

To Spark Plugs 
Nearest To Second Set 
Inle t Valves Of Spark Plugs 




0 \ Fig. 1. Bosch two-spark mag¬ 
neto ignition system. 

Fig. 2. Switch; 0, off; 1, one 
set of plugs operating; 2, both 
2. sets operating. 

Fig. 2. switch 

The types ZR4 and ZR6 Bosch magnetos are 
produced with the two-spark, independent or dual 
form. The noticeable difference in the two-spark 
magneto from the single-spark magneto is in the 
double distributor D D and arrangement of the 
safety spark-gap under the arch of the magnets. 

In the single-spark magneto, the beginning of the 
armature secondary circuit is grounded on the arma¬ 
ture core through the armature primary circuit, 
whereas in the two-spark magneto, the two 
ends of the armature secondary circuit, are 
connected to two sectional metal segments dia¬ 
metrically opposite on a single slipring. Two 
slipring brushes are provided, which are horizontal¬ 
ly mounted in brush holders on opposite sides of 
the shaft and plate. During, the portions of the 
armature rotation when high tension current is be¬ 
ing delivered, each of the two slipring segments 
will be in contact with one of the brushes. One 
brush is connected to the inner distributor by means 
of a conducting bar similar to that used on single- 
spark magnetos, the second slipring brush is con¬ 
nected to the outer distributor by means of a short 


length of cable passing around the magnets. The 
rotating distributor piece is of double length and 
carries two brushes insulated from each other. 

The four and six-cylinder types are fitted with 
eight and twelve distributor outlets respectively, 
each pair of outlets being connected to the spark 
plugs of the proper cylinder by the usual cables. 

Path of the current is similiar to the Berling 
two-spark magneto, page 926 and page 282, fig. 2. 

Advance and retard: The use of two-spark igni¬ 
tion permits the ignition lead to be cut down any¬ 
where from 30 to 50 percent. It will be understood 
that if the timing is correct for two-spark ignition, 
and one of the series of spark plugs is cut out of 
action, the remaining series will operate consider¬ 
ably in retard of what it would if the engine were 
timed for single-spark ignition, therefore, if the 
two-spark ignition provides the full advance, the 
effect of retarding the spark is obtainel by cutting 
out one series of plugs. 

The switch provided for the two-spark indepen¬ 
dent magnetos, is so arranged that ignition may be 
secured either with both sets of spark plugs, or 
with but one set. The purpose of this is to give the 
effect of retarding the spark, without altering the 
relation between the interrupter opening and the 
armature, as is done under normal conditions. The 
connections should be so made, that the system of 
plugs that is operative when the switch Is thrown 
to the single position, is located near the inlet 
valve. 

In starting—throw switch lever to “single plug” 
position—this gives the effect of a retarded spark. 

For ordinary running, operation should be on 
both series of plugs; for slow work through traffic, 
or when .the engine is running idle, use the single 
plugs, or only one set. 

Timing: Time as explained for timing a single- 
spark magneto, at top of page 310 (interrupter re¬ 
tarded and piston on top of compression stroke). 
It will be found however that this timing will like¬ 
ly give two great a spark advance when interrupter 
is fully advanced, as the two-spark magneto should 
have from % to % the advance as that of a single¬ 
spark magneto. Therefore retime, so that the in¬ 
terrupter points will open slightly later. A good 
method to follow is as per below. 

To replace a single-spark magneto with a two- 
spark instrument, the maximum advance for the 
■ ingle-spark magneto is to be marked—preferably 
on the flywheel—and the two-spark magneto timed 
in advanced position, so that the interrupter opens 
the circuit, at a point midway between the mark on 
the flywheel indicating the single-spark advance, 
and that indicating top dead center retarded. A 
more exact timing may then be secured by experi¬ 
ment. 




BOSCH 


W-TYPE VD COIL 


£=: BATTERY 

I 

V GROUND 

vIP • O 
To SparR Pk/jt -I -L *JT « _ 



SWITCH 




Arrangement when employing 
battery of a grounded lighting 
or starting system, or separate 
battery for ignition. 


»MAGNETO 


The Bosch Vibrating Duplex System. 

The Bosch vibrating duplex system is designed 
to permit easy starting on cars that are cranked by 
a starting motor at such a low speed that the igni¬ 
tion current from the ordinary magneto is insufficient 
to give certain ignition. 

How it operates: The arrangement is such that, 
while the magneto circuit is absolutely independent 
and complete in itself, the battery circuit includes 
both the coil and the magneto. With the switch 
in the battery position, the battery and coil are 
in series with the primary winding of the mag¬ 
neto armature, and the current from the battery 
supplements that generated by the magneto. Thus 
there is induced in the secondary winding of the 
magneto armature, a very powerful sparking current, 
which, on account of the vibrator action of the coil, 
appears not as a single spark, but as a series of in¬ 
tense sparks that will act with certainty on any 
explosive mixture. The sparking current so pro¬ 
duced is distributed in the usual way by the mag¬ 
neto distributor. After engine is started, the switch 
is turned to M side and coil and battery are discon¬ 
nected. 


CHART NO. 137—The Bosch “Two-Spark” Magneto Ignition System. Bosch Vibrating Duplex 

?h« St “Two soark” system regular equipment on Stutz and Mercer. Also been used on some FIAT, Locomobile 
and Marmon cars. See also, page 926 for Berling two-spark magneto. 














































284 


DYKE’S INSTRUCTION NUMBER TWENTY-TWO. 


C 3TR/&- 
UTORANO 
DR' MS l NO 



/ NTERUPTOH 
END 


COLLECTOR 
RING INSIDE 


TO SPARK 

Plugs 



(to o 



CARBON BROS LIE 5 

METAL SEGMENTS 
ON NO 2 SLIP RING 

SECONDARY WINDING 


FI Ci 4 


POINTS 

BREAKING 



THE TWO METAL Jfff-f lnsulatebl AOJT.SCREW 
TIE NTS APE SET /SO 0 '-/nteRuPTE R arm 
APART C APE IN- grounded 

sulated from Each cams too 0 apart 

OTHER 



FIRING on 
EXHAUST 


PIC 6 


NOTE ARROWS POP 
FLOW OF CURRENT 



i 'SUP RING 
FOR 2 & 4- 


2 & 3-ON CONTACT 
A- Ei! F/RE NEXT 


SLIPRING 
FOR I & 3 



FKi 7 


4--F/R/NG- 

pexhaust 


ARMA TORE ANO SLIP 
Ring fias turned 
130° a HALF REVOLUTION 
SAME X.S ENGINE CRANF 



NOT 6 
FLOW OF CURRENT 


Bosch “NU4” Two-Point Magneto. 


The type “NU4” Bosch magneto differs 
from the usual type of magneto in that the 
distinct gear driven distributor, common to 
other types, has been eliminated, and in its 

stead is a double slipring combining the func¬ 
tions of current collector and distributor. 
Otherwise it is about the same as any other 
form of magneto. 

The spark occurs in two cylinders at one 
time with this system, but one of the cylinders 
in which the spark occurs is on exhaust 
stroke, therefore the spark does no harm. 

The interrupter contacts in the full retard 
position should open not later than top dead 
center of the compression stroke; therefore 
the effective spark is produced in the cylinder 
aways toward the end of the compression 
stroke and the surplus spark will always occur 
near the end of the exhaust stroke and never 
during the inlet stroke. Tn any four-cylinder, 
four-cycle engine, regardless of firing order, 
when cylinder No. 1 is nearing the end of the 
compression stroke, cylinder No. 4 is nearing 
the end of the exhaust stroke and vice versa; 
similar conditions apply also to cylinder Nos. 
2 and 3. 

The brushes, when making contact with 
the metal strip in collector rings, collect the 
high tension current and carry it to the spark 
plugs. Note the connections from ring to 
plugs. When brushes 2 and 3 are making con¬ 
tact—follow the circuit in fig. 6, and note the 
arrow points. Now if the piston makes anoth¬ 
er stroke or 180° travel, the armature will 


turn 180° or half a revolution also, as it 
runs at engine speed in four cylinder, four 
cycle engine, therefore the contact on ring 
will turn 180° or half revolution and cylinders 
4 and 1 will fire as in fig. 7. This type of 
magneto was used on the Overland and is now 
used on other cars. 


Timing. 

Timing the “NU4” magneto: With the average 
engine, this result is obtained by connecting the 
magneto so that its interrupter housing is in full 
retard position, and the platinum interrupter.screws 
just about to separate, when the piston of No. 1 
cylinder is exactly on top dead center of the com¬ 
pression stroke. 

At the same time the metal segments of the 
slip-ring should be in contact with the brush marked 
“1” in each of the brush holders, and this can 
be observed by removing one of the holders. 

The installation is completed by connecting one 
of the brushes marked “1” with cylinder No. 1, and 
the other with cylinder No. 4, and the two remain¬ 
ing brushes, marked “2 and 3,” with cylinders 

Nos. 2 and 3. 

It is important to note that the type “NU4,” 
driven, as it should be, at engine speed, produces a 

.iagneto surplus spark in 

each cylinder ex¬ 
actly 360° be¬ 
hind the effective 
or power spark 
and, in coupling 
the magneto to 
the engine, i t 
must be timed so 
that the surplus 
spark occurs dur¬ 
ing the exhaust 
stroke and not 
XT a f t e r the inlet 

Note connections from collector valve has com- 


T O SW'TCH 



ring terminals to spark plugs, menced to open. 


CHART NO. 138—The Bosch Type “NU4” High Tension Magneto; a “Two-Point” System; two 

Sparks occurring at the same time, but in different cylinders. 





























































































































































HIGH TENSION MAGNETOS. 


235 


", TO 

\ spark 



D/STR/OUTOR 
PEA TE REMOVED 


TAKES T/i£ 

HIGH 7ENS/ON 
Current from 
REVOURG PART Tv 
<DJ. D/STR /&- \ 

UT/NG TO 

SPARK PLUGS- 


Ft'GZ 

CARBON BRUSH 
'NRICR P/CKS UP 
CURRENT FRO NT 
COLLECTOR R/N&. 

CONTACT SRR/A/QE ~tl 
ALSO RE VOLES 
Out IS G-ROUN & 



BRUSH 
FOR SHORT CIR¬ 
CUITING IGNITION. 
TO S TOR 


SETT/NG- MARKS 


0/S TR/gUTOR 
TURNS 'N THE 
SPEED OF 
ENGINE. 
ARMATURE 
TURNS SAME 
AS ENG/NE 
ON ALL FOl/R 
CYCLE EN¬ 
GINES. 


TH>S PART 

REVOLVES 
AND IS 
INSULAE 
ED FRO 
FRAME. 

" '-CARBON 
BRUSH 


[FiC3\ 




Of 


TO 

GROUNO 


TO STOP 
CLOSE CIRCUIT 
BETWEEN THE 
TWO SPARK 
POINTS &7MMU) 

END CAP PITS 
OYER T/M//VO DEVICE. 

THE CONTACT 
SPRING- 
RIDES 
O VSR THESE 
FIBRE CAMS. 



ZOPPER 
BRUSH SUPS 
THROUGH HERE. 


*- TO ADVANCE 
OR RETARD 


7i64\ 



CURRENT TRAVELS 
BACH THROUGH 

0ROUND TO FRAME , « 
OF ENGINE AND . \' 
NAQNETO. 


TO SPARK 
PLUO- 



SECONDARY WtNCHHG 

-4- 

ON ARNTATUHE. 




F- 

l 



pigil 

primary winding 

* 

* 

♦ 

* 


PR/MARV CURCU/T 
BREAKS AT ip) 


— •— ■*— r*. t —■ • 



,TH/S PART 
INSULAT 
ED. 


ARMATURE. 

__J%, _ 

GROUNO RETURN 




-THIS BRUSH 
GROUND EO 
TO RING IAI 


The Eisemann “G4” type of high tension magneto differs from other Eisemann type* 
in that the make and break or interrupter mechanism is constructed on different lines. The 
platinum contact springs (17M), connect with a carbon brush (CB), which revolves in a 
brass ring (A). King (A) is stationary, whereas the spring (17M) revolves with the other 
eontact plate (J). Ccntact plate (J) is insulated from (17M'j. One end connects with primary 
winding on armature, therefore when contact is interrupted by (17M), and point on screw 
in plate (J)—the spark is given as usual. The ring (A) and (17M) are grounded. 

The points of (17M) and screw on plate (J) are separated by the timing device. Fig. 4, 
which goes over the ring (A). Contact spring rides over the fibre cams. 

The novel features of this system, besides the breaker, are—its accessible and efficient 
grouping of the working elements all at one end and its waterproof qualities. 

To set the time of spark: Place piston of No. 1 cylinder on top of compression stroke. 

Set the interrupter points to break in full retarded position. 

Adjustments: The breaker gaps should be set .012" and spark plugs gaps fa" to fa". 

To stop or cut off ignition: On all magnetos the magneto is stopped generating by 
short circuiting the primary circuit—not by opening the circuit as in a coil system. 


CHART NO. 139—Eisemann “G4” Type of High Tension Magneto, used on the Nash, Federal and 
other Trucks. (Eisemann Magneto Co.. Bush Terminal, N. Y.) Spark plug gap is usually set .030". 









































































































































































286 


DYKE’S INSTRUCTION NUMBER TWENTY-TWO. 



Fig. 1—Four high tension ignition systems connected to one four cylinder engine. Only 
two systems are usually placed on an engine, and then, only one system is used at the time. 
The idea is merely to show how the various systems can be combined into “Dual” or 
“Double” Ignition Systems, as explained on page 277. 


The vibrating coil is seldom used. The low-tension magneto is seldom used. A modern “dual” and 

“double” system is as per pages 276, 280. 281 and 282. A modern “battery and coil” system is as per pages 
342, 346, 378, 252, 250. -^ 



rig. 2—Wiring diagram of a double system of ignition showing the switch arrangement; 
a high-tension magneto with a separate set of spark plugs. A multiple unit type of vibrator 
coil with commutator (marked “timer”) and battery and a separate set of spark plugs. 

(Trace circuits with pencil.) 

CHART NO. 140—Four High Tension Ignition Systems Mounted on One Four Cylinder Engine to 
Explain the Combination of Systems. 

Se® foot note bottom of page 281 which refers to fig. 1. 


































































































HIGH TENSION MAGNETOS. 


287 


—continued from page 279. 

This style of magneto, owing to the fact 
that it is rocked from side to side, gives 
an unlimited range of advance, and thus 
adds wonderfully to the flexibility of the 
car on which it is mounted. This great 
range of advance makes this instrument 
especially suitable for two-cycle engines, 
which require a much greater degree of ad¬ 
vance and retard than the four-cycle type. 

See page 289 for description. 


Magneto; Automatic Advance. 

The Eisemann automatic advance of 
spark; with all magnetos treated up to the 
present time, the advance and retarding of 
the time of spark is accomplished by hand, 
called “manual” advance, by means of 
spark lever on the steering wheel. With 
the Eisemann automatic advance, the same 
thing is accomplished by a governor ar¬ 
rangement automatically. This type of 
magneto is extensively used on commercial 
cars, (see chart 14 3 for description.) 


“Combining” the High Tension Magneto and Coil and Battery System into 

“Dual” and “Double” Systems. 


We have now explained the different 
leading low and high tension ignition sys¬ 
tems for firing the charge of gas in the 
gasoline engine. In order to more clearly 
explain the four leading systems of high 
tension ignition, we will now place the four 
ignition systems (high tension) on one four- 
cylinder engine. (Fig. 1, chart 140.) 

This system of using four ignition sys¬ 
tems on one four-cylinder engine is not in 
actual use, but is intended to make the 
combination of “dual” and “double” sys¬ 
tems clear to the reader—showing how they 
can be combined. 

We will first explain each system separ¬ 
ately, showing how each individual system 
would be connected. 

FIRST: The “single” high tension mag¬ 
neto system—(See page 268): By refer¬ 
ring to fig. 1, chart 140, we will put our 
pencil on the switch on dash coil box (SI). 
If this lever is thrown to the left with all 
other switches “off,” this high tension mag¬ 
neto system will supply current for spark¬ 
ing the lower set of spark plugs (Ml, M2, 
M3, M4). Note these wires run from the 
distributor on the magneto. 

SECOND: The high tension coil, bat¬ 
tery and commutator system:—See chart 
140): If switch (S) is thrown to the left, 
the four high tension vibrating coils will 
spark the plugs (HI to H4). The battery, 
of either storage or dry cells, usually stor¬ 
age, will supply the electric current in this 
instance. The timer, operated from one of 
the cam shafts through a system of bevel 
gears, will control the time of spark in each 
cylinder. (The timer is a regular type of 
commutator, as shown in chart 108.) 

THIRD: A non-vibrating single high 
tension coil with battery, using the circuit 
breaker on the low tension magneto as the 
timer, and the distributor on the magneto 
to distribute the current to the spark plugs: 
—(See chart 123): If switch on the non¬ 
vibrating coil is on B, the battery will sup¬ 
ply the electric current, passing through 
the primary winding of the non-vibrating 
coil. The circuit breaker (Bl) on the low 
tension magneto will take the place of timer 


and vibrator (current does not pass through 
armature winding, however). The second¬ 
ary current from the coil will be distributed 
to the spark plugs (W1 to W4), through 
the distributor (D) on the low tension mag 
neto. 

FOURTH: Low tension magneto and sep¬ 
arate high tension coil:—(See charts 140 
and 123): If the switch is on “M” on the 
non-vibrating coil, the low tension magneto 
will pass its current through this non-vi¬ 
brating coil, increase it to high pressure and 
then distribute the high tension current 
through the distributor (D) to the spark 
plugs (W1 to W4), the circuit breaker open¬ 
ing and closing the primary circuit of mag¬ 
neto. 

Combining into Dual Systems. 

If we were to combine the last two sys¬ 
tems, which is frequentlv done, we would 
have TWO SYSTEMS OF IGNITION using 
ONE set of spark plugs—but only one sys¬ 
tem sparking the plugs at the time. 

The single-non-vibrating coil and battery 
would be used to start on by throwing the 
switch to (B) and after engine was started 
then by throwing switch to (M), the low 
tension magneto would take the place of 
the battery. 

Another dual system: Vibrating coil with 
switch (SI), storage battery and commutator 
(timer), with secondary wires, HI to H4, con¬ 
nected to the spark plugs, Ml to M4, in connection 
with the high tension magneto, connected to the 
Bame spark plugs, would give another form of 
dual system. 

Combining into Double Systems. 

The vibrating coil, timer and battery with 
spark plugs HI to H4, would constitute one 
independent system. The high tension mag¬ 
neto with its spark plugs Ml to M4, would 
constitute the other. This would be called 
a double system. 

Another double system, could be formed by 
using the low tension magneto and separate non¬ 
vibrating coil and spark plugs Ml to M4. The 
vibrating coil, timer and battery with spark plug« 
Hi to H4 would constitute the other system. 

There are many methods employed to com¬ 
bine the different ignition systems into dual 
and double systems. 


The Modern Battery and Coll Ignition System. 

Is the system of taking the current fromtor to make and break the primary current 
a storage battery, passing it through theand distribute secondary current to the 
primary winding of a high tension coil;spark plugs. Such a system is the Delco, 
using a combination of timer and distribu-Connecticut, Atwater-Kent, etc. See index. 

See also, page 277 for “Dual” and “Double” Ignition Systems. 


288 


DYKE’S INSTRUCTION NUMBER TWENTY-TWO. 


Fig. 1.—The Bosch high tension 
magneto. Armature revolves. The 
Simms, Eisemann and other types 
are similar. 

M—magnets. D—distributor. 
PW—primary winding. Over this 
winding is (S) the secondary 
winding. H —is terminal which 
connects with switch. 


Fig. 2.—The Mea high tension 
magneto. Pivoting type. Revolv¬ 
ing armature. 

Note the armature is double 
wound, shuttle revolving type. 

Instead of shifting the inter¬ 
rupter housing, in order to ad¬ 
vance or retard; the field magnets 
are shifted. 


Fig. 3.—The Eisemann high ten¬ 
sion magneto, pivoting or rock¬ 
ing advance magneto. The advance 
and retard is obtained by rocking 
the magneto bodily on its cradle. 
Otherwise the magneto is the same 
as other magnetos. Armature re¬ 
volves. 






Fig. 4.—The Splitdorf low ten¬ 
sion magneto. Armature is pri¬ 
mary wound. Armature revolves 
and is of the “armature” type. 

A separate high tension coil, 
called a transformer, must be used 
with this magneto. 

The Splitdorf Oo. also manufac¬ 
ture a high tension type magneto, 
see chart 143A and insert. 





Fig. 5.—The Remy low tension 
magneto armature is primary 
wound—only one winding. Arma¬ 
ture of the “inductor” type. 

Armature does not revolve. The 
winding (W) is stationary and ro¬ 
tating magnets (L) revolve. 

Separate high tension coil (called 
a transformer) must be used with 
this magneto. 

The breaker gaps are set .025 
in. apart. 



maG/VCTS- 
SAPBTY. GAP- 
PRJMARY MAOfA/G. 
SBCOHDARY rV/NQ/NG 
BAIL BBAR/VG\ 
n/L CL// 

CW/P/AG 


■o/3 cup 

BCOWARY CfAMVA/J 
D/S/R/BU/OR 
O/S/R/BUTOR BRUSH 
-D/sm/Bum GBAR 
'/ASH /PA/S/OH BUS BAR 
wmg mm 

■BALL BBAR/RG 
■C/RCU// BRBAABR ROLL CP 
IRCU/F BRBAABR CAM 
BASS 


RC/ORS- 
CQ//OBHSBR 


Fig. 6.—The K. W. high tension 
magneto with an inductor type 
armature: There are two wind¬ 
ings on this type; a primary and 
a secondary. The windings are 
stationary however, and the in¬ 
ductor rotors revolve. The prin¬ 
ciple of inductor type magnetos 
was explained in charts 120 and 
126. The same principle applies 
here, with the exception that the 
two windings obviate the necessity of a separate high tension coil, 
as it is here provided for in the secondary winding of the station¬ 
ary coil winding. By referring to index, “impulse and waves of 
current” and also chart 120, you will note that the K. W. gives 
four waves or impulses per revolution—however, either one, two, 
or four sparks per revolution can be obtained by using a single or . 
a double cam. 

On the K. W. there are four sparks per revolution, with a two 
point cam, therefore, magneto would be driven at crank shaft speed, 
for an 8 cylinder engine, and 1^ times crank shaft speed for a 12. 

The setting of the inductor type armature, is similar to the set¬ 
ting of any other type. The fact of its having 2 inductors, and they 
being placed crosswise, is a bit confusing, but in the setting, only 
one is taken into consideration, and is therefore as simple to set 
as the ordinary type. The breaker and plug gap are set to Vi 4 w . 

*See also pages 256, 296 and 832 on K. \V. magnetos. 



Fig. 7.—Wiring of K. W. 
high tension magneto. 


Address of Magneto Manufacturers. 

In writing, state where you saw the address. 

Berling-Ericsson Mfg. Co., Buffalo. N. Y. 

Bosch Magneto Co., 223 W. 46th St., New York City, N. Y. 
Connecticut Telephone & Electric Co., Meriden. Conn. 

Eisemann Magneto Co., The Bush Terminal, Brooklyn, New York. 
Heinze Electric Co., Lowell. Mass. 

K. W. Ignition Co., Cleveland, Ohio. 

Mea Magneto; Marburg Bros., New York. 

Motsinger Device Mfg. Co., 815 Market St., Lafayette, Indiana 
National Coil Co., Cedar St., Lansing, Michigan. 

Remy Electric Co., Anderson, Indiana. 

Simms Magneto Co., East Orange, New Jersey. 

Splitdorf Electrical Co., Newark, New Jersey. 

Westinghouse Electric & Mfg. Co., Pittsburg. Pa. 


CHART NO, 141—Examples of High Tension Magnetos; Also Low Tension Types. See charts 229 
to 232, “Specifications of Leading Cars ’ 1 for users of different makes of Magnetos. 

Magneto Repairing: A. L. Dyke. St. Louis, Mo. is prepared to do expert work on magnetos or coils of all mak*» 
























































































































































































































































jENGINF BASE 

i L.HALF 

[OIL PUMP INLET 


OIL GLASS 


GEAR 

WORM GEAR 
OIL PUMP PLUNGER 
ENGINE BASE R HALE 
CaCyflHDOW LOCK RING 
CLUTCH RELEASE SHAFT BEARING 


Fig. 1. 

INDIAN MOTORCYCLE ENGINE. 

Oylinders: Twin—V-type 42° apart, air cooled, 3%" bore and 
B m 2 ” stroke with a piston displacement of 60.88 cubic inches; 
H. P., normal rating is 7. Actually develops 15 to 18; bearings 
of connecting rods and main crank-shaft bearing are of the “rol¬ 
ler” type; rings, there are 3 to each piston. 

Carburetor, Schebler, see page 845. *Iguition, Dixie high-ten¬ 
sion magneto. Spark plugs are Splitdorf make %"—18 thread; 
lubrication, oil pump worm gear driven, geared to crank shaft. 

Valves are the side valve type operated by lifter rods. Valve 
tiling, the valve timing is correct when gears A, B, 0 & D 
are placed so that the marks register as shown. The pinion (A) 
is keyed on its shaft and retained by a washer and screw. 

Inlet valve action can be understood by referring to fig. 2. Note 

the inlet cam 
(which sets 
behind cam 
gear) oper- 
a t e s against 
an arm, which 
operates 
against the in¬ 
let tappet or 
lift lever. 

Exhaust valve 
action; the 
same kind of 
lifting ar¬ 
rangement is 
provided for 
the exhaust 
valve, but 
the exhaust 
cam, arm and 
lift lever or 
tappet are 
placed back, 
or in rear of 
the inlet parts. 

A “compres¬ 
sion relief,” 
or method to 



open the exhaust valves to relieve the compres¬ 
sion when starting engine is provided. This is 
accomplished by a toothed part (S) in mesh 
with a thin eccentric or cam (E). When rod is 
operated it causes (E) to touch exhaust rollers 
on exhaust arms which raises the exhaust valves 
independent of the exhaust cam. 

Valve clearance adjustment is .006", about thick¬ 
ness of heavy writing paper—when engine is hot. 
Spark plug gap .025 inch. 

O—is oil pipe connection. 

R—breather or crank case vent. 

Oil gauge glass is not used on the 1919-20 model. 


DIXIE MOTORCYCLE MAGNETO. 

It will be noted that this magneto is similar in 
every respect to the type shown in insert and 
page 292—except, a “collector spool” is pro¬ 
vided on the drive shaft end, instead of a dis¬ 
tributor. The principle of how this is arranged 



1. High tension wind¬ 
ing. 

2. Advance 1 e v • r 
screw. 

3. Breaker box cover. 

4. Condenser cover. 

5. Spring. 

6. Breaker box or 
interrupter. 

7. Bearing holder 
(breaker end). 


8. Pole structure. 

9. Base. 

10. Bearing holder 
(drive end). 

11. Collector spool 
housing. 

12. Drive shaft. 

13. Shaft nut washer. 

14. Shaft nut. 

15. Drive key. 

16. Magnet. 


and how two carbon brushes take the high ten¬ 
sion curent from the collector spool is shown in 
fig. 5. (This is not exact construction, but the 
principle is explained.) 


Timing Dixie magneto is usually to place piston 
on top of compression stroke with contact 
breaker retarded-—at which poin-t the platinum 
points of breaker should just begin to separate. 
This is taken care of in the meshing of gears as 
ihown in fig. 1, and varies in different motor¬ 
cycles. For instance an earlier setting is some¬ 
times desired, as with the Splitdorf magneto on 
the “Mag-Dynamo,” page 811. 


Distance between platinum points in contact-box, 
when separated is .020 or Vfeoth inch. 

To remove grease and dirt; use a gunful of 
gasoline into spool housing (11) ; carbon brushes 
should project % of an inch from brush holders; 
carbon brushes glazed too much at ends, rub 
with emery paper; terminals on magneto, right 
hand rotation, No. 1 terminal leads to cylinder 
which fires first and usually rear cylinder. If 
terminal comes loose from terminal to brush 
holder, drill out brass plug, bore cable %", 
twist copper strands and insert in hole and 
solder; a punctured brush holder may be de¬ 
tected by smell of burnt rubber. 


Relation of Spark to Piston. 

On a twin cylinder “V” type engine the firing 
order, is not equal (see page 846), that is, one 
cylinder would fire, then the next cylinder to 
fire would be 360 degrees plus 42 degrees, or 
402 degrees after the first. Therefore, the in¬ 
terrupter and brushes carrying the current to 
the spark plugs must be arranged accordingly. 



Fig. 5—Note 
2 brushes B1 
and B2 con¬ 
duct current to 
spark plugs: 
B1 is now on 
contact, hence 
cylinder 1 
would fire. 

Fig. 6—Note 
cylinders are 
12° apart—if 
cylinder 1 
fires now, 
crank pin (A) 
will travel a 
revolution, then back to. 
(A) again—then 42° more 
to B, or 360° and 42° or 
402° in all, before No. 2 
fires. No. 1 will again fire, 
from point B to A; 360° 
minus 42°, or 318°. 

The armature travels half 
the speed of engine crank 
'" Cf shaft, and makes a spark 
every half revolution, there¬ 
fore armature with its in¬ 
terrupter and collector ring would travel 201° 
when crank traveled 402°—when No. 1 cylinder 
fired. 


When cylinder No. 2 fires, crank pin on engine 
will travel 318° before No. 1 would fire again— 
at magneto armature travels % as fast as engine 
crank, then it would travel from B2 to Bl, or 
159°. Therefore we would have this unequal 
impulse, (see page 846.) 

It requires two revolutions of the crank to com¬ 
plete the four strokes or four cycle operation. 
During these two revolutions two sparks are 
required. The armature makes two sparks to 
one revolution—therefore it revolves but one 
revolution to two revolutions of the crank. 


Above illustrations are not Dixie magneto, but 
covers the principle of how the motorcycle twin- 
type engine fires, see also page 846. 


tHARLEY-DAVIDSON ENGINE. 

Cylinders set 45°. Valves; inlet overhead in cage, 
operated by push rods (L) ; exhaust on the side. 
Bore 3%6 " x 3%" stroke; 60.34 cu. in. displace¬ 
ment; Valve clearance .004" between exhaust 
lifter and valve stem (engine cold), on all single 
cylinder models and twin engines prior to 1915. 


The twin cylinder “V” type of engine 




Allow .004" clearance between inlet and rocker 
arm and valve stem on all models. On 1916 and 
1915 twin engines, allow .004" for rear cylinder 
and .006" for front and on 1917 to 1920 twin 
engines, allow .008" to .010" for both cylinders. 

Valve timing, twin and single cylinder engines; uss 
6" scale (graduated Ms 2 ")- Remove engine. Meas¬ 
ure from head of piston through cylinder plug open¬ 
ing (P), fig. 14. Exhaust valve should start to open 
%" to %e" before bottom center; closes ^ 2 " to 
% 2 " after top. Inlet valves do not require inde¬ 
pendent timing, however, inlet valves start to open 
%6" before top and closes % to %" past top. 
When timing the generator be careful to not use 
wrong cam in timing, small cam is for front cylin¬ 
der and large for rear. 

When fitting new gears they are lined up as per 
marks shown in fig. 13, so that the marks come in 
a vertical line. A is crank shaft gear. B, cam 
gear. 

Exhaust compression relief is to relieve com¬ 
pression in cyli nde r for easy starting by opening 
exhaust valve. When starting, left hand handle 
bar grip is twisted to left, which retards ignition 
and further turning raises exhaust valve through 
rod (G, fig. 13), which raises exhaust valve through 
cams 1 and 3, fig. 15. 

Crank case compression relief; a vent (I), fig. 13, 
relieves pressure in crank case at every revolution. 
The gear (F) operates a rotary relief valve which 
should open to % 2 " when front piston is on 
top. This valve port opens gradually when engine 
is turned in direction it runs and closes when pis¬ 
ton has reached bottom. This allows a vacuum on 
upward stroke, to draw oil and oil vapor to all 
bearings. A pipe (I) leads to chain cover and as 
it emits a slight amount of oil at each revolution, 
the chain is oiled. 


Oiling system; oil enters from oil reservoir through 
pipe connection (H), it is then carried by a rotary 
valve pump geared to shaft F, fig. 15, through view 
of sight glass (V) into engine crank case. Too 
much oil—remove screw (X), if o-il does not over¬ 
flow, turn engine until it does. Replace (X). 
Then remove plunger chamber vent screw (Y) un¬ 
til oil flows in same manner. Then regulate oil 
supply by placing three .010" washers on the ad¬ 
justing screw (Z, fig. 13 >. Drain engine and fill 
with 1% pumpfulls of oil with hand pump. To In¬ 
crease oil supply add thin washers, one at a time. 
To decrease, remove washers. When all washers 
are removed oil pump plunger has no stroke at all. 



Timing ignition; all twin 
engines, magneto equipped 
fire % to %e" before top 
of compression stroke with 
spark lever advanced full. 
Spark occurs when points 
are just separating. 

All twin electrically equip¬ 
ped engines fire %2 to % 2 * 
before top. All single cyl¬ 
inder engines fire to ^4". 

Berling magneto, lower cam 
on interrupter times for 
front cylinder and upper 
cam for rear; Dixie mag¬ 
neto, No. 2 cam for front 
No. 1 cam for rear. Bosch 
magneto, interrupter shoe 
No. 2 for front and No. 1 
for rear. Remy generator 
interrupter, small cam for 
front and large cam for 
rear. 

See page 843 for Remy sys¬ 
tem, page 845 for carbure- 
tion. 

(Harley-Davidson Motor 
Co., Milwaukee, Wiscn., 
Mnfgrs.) 

Fig. 13; side view of H.-D. engine. Fig. 14; sectional 
view. Fig. 15; top section view of gears and cams. 
1—exhaust relief cam; 3—cam on arm of rod G, fig. 18, 
which operates relief cam; EO, exhaust cam; IO, inlet 
cam; 2—rollers on rocker arm; S, cam shaft; B, cam 
gear. Other gears correspond with gears in fig. 13. 




I 


•Ignition timing; see pages 292 and 811. See page 811 Splitdorf “Mag-Dynamo..” Mnfgrs. of Indian: Hendee Co., Springfield, Mass 


See insert No. 2 Indian twin opposed engine. See page 843. Remy motorcycle electric system. 









































































































INSERT NO. 3. 


Copyrighted 1918, 1919, by A. L. DYKE. St. Louis, Mo. 


) 

( 



15 

Fig. 30: 


Side view of parts of Dixie Magneto (4 cylinder). 


8 

9 

10 


II 


DIXIE MAGNETO. 



OIL A 

TWO DROPS EVERY 
20 HRS. Of ORCRATTOIV 

OIL B 

FOUR DROPS EVERY 
20 HRS. OF OPERATION 

To Replace Parts 
on the Dixie. 
First remove the dis¬ 
tributor plate carry¬ 
ing contacts. Then 
pull out the travel¬ 
ing contact and all 
its insulation. This 
leaves the coil and 
metal plate—and, if 
the spark don’t jump 
the safety gap, a new 
coil may be put in 
in a few minutes. 

To time the Dixie 
magneto, see page 
292. 



Fig. 40: Front view of parts of Dixie Magneto (4 cylinder). 


1 . 

Condenser. 

12. 

Screw and washer for fasten¬ 

17. 

Rotor or armature shaft. 

2. 

Magnet. 


ing condenser and primary 

18. 

Woodruff key. 

3. 

Gap protector. 


lead to winding. 

19. 

Back plate. 

4. 

Oil hole cover, front. 

13. 

Screw and washer for fasten¬ 

20. 

Oil hole cover, back. 

6. 

Screw for distributor block. 


ing primary lead tube clamp. 

21. 

Grounding clip. 

8. 

Hexagonal nut for grounding 

14. 

Primary lead tube. 

22. 

Screw and washer for fasten¬ 


stud. 

15. 

Primary lead tube clamp. 


ing grounding clip to wind 

9. 

Thumb nut for grounding 

16. 

Screw and washer for fasten¬ 


ing. 


stud. 


ing grounding clip to pole 

23. 

Winding. 

10. 

Grounding stud. 


structure. 

24. 

Screw and washer for fasten¬ 

11. 

Screw and washer for fasten¬ 




ing winding to pole structure 


ing breaker. 




(fig. 32). 


1 . 

Distributor gear. 

6. 

Contact screw bracket with 

10. 

Cam. 

2. 

Distributor disc. 


insulation bushings. 

11. 

Distributor block. 

3. 

Finger spring for breaker bar. 

7. 

Platinum contact screw. 

12. 

Thumb nut for distributor 

4. 

Cam screw. 

8. 

Breaker box cover. 


block. 

6. 

Breaker bar with platinum 

9. 

Grounding stud or terminal 

13. 

Breaker advance and retard 


point. 


post. 


lever. 





14. 

Breaker bar spring. 


Note—Contact breaker box is permanently attached to the pole structure or part (fig. 32), which carries the 
coil and condenser. When moving breaker to retard or advance, the entire parts (fig. 30) 1, 3, 24, 22, 21, 
16, 16, 14, 13, 12 move with it, also shown in fig. 17, page 292. 



Fig. SI—Rotating poles on the Dixie 
model 120—for 8 and 12 cyl. engines. 
Note there are 4 rotating poles. On the 
4 and 6 cyl. there are 2. 



Fig. 32 — Pole 
structure — in 
which rotating 
poles revolve and 
to which the con¬ 
denser and coil 
winding attach 
to its upper part. 
See 24-16, fig. 
30, showing how 
connections are 
made to it. 



Fig. 33—Showing method of raising or 
lowering platinum point screw in (6) fig. 
40. The usual distance to set these 
points are .020 or This adjustment 

can be made with a screw driver. Spark 
plug gap is set .025. 



♦Fig. 34—Front view of Dixie model 120—12 cyl. magneto. 
Note distributor to left and distributor rotor and gear which 
is placed behind it and which drives distributor rotor and 
which is driven from a gear on rotating pole shaft. Note dis¬ 
tributor rotor is arranged different from (2) fig. 40—4 cyl. rotor. 



Fig. 36—Rear view of magneto—note bv 
taking out 4 screws the winding coil (18) 
and condenser (1), fig. 30—can be re¬ 
moved. The magnets (2, fig. 80), are 
exposed and removed when taking eif 
cover. 


gee pages 290 to 298 for Dixie Magnetos. See page 811 for Dixie Magneto and Dynamo combined in one unit. *See pages 293 and 922 for Dixie 8 and 12 cyl. magneto. 




































































HIGH TENSION MAGNETOS. 


289 






A terminal to spark plug from distributor; B—distributor brush; O—contact-breaker; D—condenser; 

E—distributor gear on distributor to lower gear on armature; F—collector brush; G—governor weights; 

H high tension current conductor; J—armature; K —collector spool at end of armature; M—magnets; 

S_safety spark gap; T—spiral thread for spark advancing by centrifugal force action. 

CHART NO. 143_Tlie Mea Pivoting Type of Magneto. The Eisemann Automatic Spark Control 

type of Magneto. 

(Chart 142 omitted by error in numbering.) 


drive 

end 


Eisemann Automatic Spark Control Magneto. 

Construction of the Eisemann automatic spark control magneto is of the same construction as the 
standard high tension magneto with the addition of the automatic mechanism. 

As for the details of the method by which the automatic timing is obtained; a cage is mounted on an 
extension of the armature shaft, and a rectangular block slides in this cage. This block is 
drilled and threaded for the reception of a helically-cut shaft (T). This shaft is the driving shaft. 

which is attached to the gearing. It has a thick, double thread which is square 
cut and the block slides back and forth on this threaded shaft. 

Centrifugal governor weights are attached to the blocks by means of links, 
weights fly outward when the shaft is revolved, and the action of the links 
causes the block to slide in the cage. In so sliding it travels along the threaded 
shaft and as a result the block is slightly rotated. 

The drive of the magneto is applied through the shaft which therefore, is 

unyielding, and as the block rotates it 
carries with it the cage in which it works 
and the armature shaft to which the cage 
is fixed. The armature is thus advanced 
and likewise the contact breaker, which 
is attached to the other end of the arma¬ 
ture shaft. 


When the speed drops, the reverse mo¬ 
tion takes place, assisted by the action of 
a spring against which the governor works 

at all times. By 
means of this de¬ 
vice automatic ad¬ 
vance may be ob¬ 
tained from 18 
to 57 degrees. 


Mea Magneto. 


Place the magneto in the position of its maximum retard by turning 
the magneto housing or timing lever in the direction of the armature 
rotation. Remove cover from breaker box and turn armature shaft 
in direction of rotation until No. 1 appears on the indicator in the 
front plate of the magneto, and until contact breaker begins to open. 

With the dual type magneto, remove the cover over the battery breaker (driven end of mag¬ 
neto) and the number of the cylinder firing can be seen opposite the red line on the magneto 
housing. Turn armature of magneto until No. 1 on the distributor gear is opposite the red line 
on housing and until magneto breaker (not battery breaker) just begins to open. Then turn engine 
to dead center of cylinder No. 1, and if of the 4-cylinder type, about 14 inches beyond, measuring 

on the circumference of the fly wheel, or from 1-16 inch to 3-32 inch downward on the explosion stroke. 
With 6-cylinder engines, it is preferable to time fullretard only slightly beyond dead center. 

After the magneto and engine has thus been set, effect a positive connection between the two. 

Of course contact hole No. 1 of the distributor is connected with cylinder No. 1 by means of cables, 

and so on until all the cylinders are properly connected. 

With the Mea. the engine should be started with spark fully retarded and by increasing the 
speed gradually it can readily be determined if the engine will stand all the advance which the mag¬ 

neto can furnish with the original setting, or whether the whole timing can be further advanced. 
After it has been assured that the best timing is obtained, the coupling should be keyed to the magneto 
shaft. 


p^voa* of pah jwcvi iz i araatsx* a 
fwr rturied itcw-j Ast 

t*« “ utr.s iv pac&ca* u a-urci 


Mat wpHi: 1 Onr. 1 is* irv 


In the ‘'Mea” magneto the design is such that the magneto field 
can be moved round simultaneously with the contact breaker so that 
the armature is always in the same position relative to the field when 
the break occurs. This is effected by having a bell-shaped magnet 
mounted horizontally, the axis of the armature and the magnet coin¬ 
ciding. As the contact breaker is moved so also is the magnet to a 
similar amount, and the result is that the spark is of ample strength 
at the retarded position even allowing for the slow speed of rotation. 

This bell-shaped magnet, it is claimed, has some other advantages over 
the ordinary U-shaped magnet, inasmuch that it can hold a greater 
amount of magnetism and retain it at full strength for a longer period. 
The range of advance and retardation on this magneto is 40 degrees. 
The armature and distributor are made practically on the lines of 
the standard magneto with fixed magnets. 

Timing the ‘’Mea” magneto: Unless the timing of the mag¬ 
neto can easily be changed by advancing or retarding the gear driving 
the magneto, the coupling should not be keyed to the tapered shaft 
before the magneto is first placed on the engine, but it should be 
clamped on so that the timing may still be somewhat modified if 
found desirable. 





















































































































200 


DYKE’S INSTRUCTION NUMBER TWENTY-TWO. 






Fig. 1. 



Fig. 2. 



Fig. 3. 


Dixie Compared to the *“Armature” Type Magneto. 

The large number of magnetos commercially in use prior to the advent 
of the Dixie were of the ^armature type, therefore used for comparison. 

An “armature” type magneto is shown in fig. 1. The magnetic line* 
of force hereinafter referred to as flux lines flow from the N to the 8 
pole of the U-shaped magnet through the revolving armature in the direc¬ 
tion indicated by the arrow. The shaded end E of the armature is ihown 
in the figure as being under the influence of the N pole of the magnet. 

In fig. 2, the armature has revolved to the right sufficiently for the end 
E to come under the influence of the S pole of the-magnet* Immediately 
the direction of the flux lines is reversed through the armature a* 
shown by the arrow, and at this instant current is generated in the 
winding about the armature, the spark taking place. In practice, more 
than one winding is employed, also an interrupter and a condenser, but 
the function of these parts need not be referred to here, it being the 
purpose to now show only the differences in the operation of the mag¬ 
netic circuit of the two types. 

Now it is obvious that the mass of iron in the armature must reverie 

its magnetic polarity. In fig. 1, it is saturated, with magnetism flowing 

in one direction. In fig. 2, the direction is reversed. This reversal 
must take place in each rotation, so at high speeds the quicker the iron 
reverses the better the spark. As a laminated armature, or one built up 

of a number of pieces of iron, reverses quicker than a solid one. all good/ 

armatures are laminated. But it is also evident that to secure the de¬ 
sired amount of current the armature must be of a certain size to contain 
the necessary wire, and therefore contains a certain amount of iron in 
some form. Now, the more iron beyond a certain limit the slower the 
reversal, also the reversal is not as abrupt. 

Fig. 3 shows the “neutral” position of the armature wherein it i* sub¬ 
ject to flux flowing across through its ends as shown. This po*ition doe* 

not permit of an abrupt change of flux flow as hereafter described and 
such as occurs in the Dixie. The armature is never completely out of the 
flux, but simply turns around in the flux stream, twisting the line* 
about, but not actually abruptly breaking them. 

Dixie Principle. 

The Mason principle, on which the Dixie operates is shown in flg. 4. 
The magnet has two rotating polar extremities N S, which are always of 
the same polarity, never reversing. These poles are in practical con¬ 
tact with the inner cheeks of the permanent magnet M, all air gaps being 

eliminated. Together w r ith the U-shaped magnet, they form a magnet 
with rotating ends. 

Positioned at right angle to the rotating poles or ends of a field structure 
consisting of laminated pole pieces F and G (fig. 5) carrying acroa* 
their top the laminated core 0 carrying the windings W. When N i* 
opposite G, the flux flows from one pole N of the magnet to G and 
through the core C to F, this action corresponding to what happens in 
the armature type with the armature in the position shown in fig. 1. 

In fig. 6, the pole N has moved over to F and the direction of the flow 
of flux is reversed, it now flowing from F through C to G. 

Fig. 7 represents the rotating poles occupying a midway position ha- 
tween that shown in figs. 6 and 6. Here the field pieces F and G are 
magnetically short-circuited, as it were, thereby completely scavenging 
stray lines of flux out of the core 0. Compare this with the uncertain 
corresponding action that takes place in the armature type, when the 
armature is in the same position, fig. 3. 

Now the first great difference between the Dixie and the “arma¬ 
ture” type is in the fact that the rotating poles in the Dixie do not 

reverse their polarity at any time, consequently the lag due to the mag 
netic reluctance in this part is eliminated. This partly accounts for 
the high efficiency of the Dixie at low speeds, for motorcycles and 
high speed engines. In the Dixie, the windings are actually never in 

the field. The flux is shot through them, as described, producing a hot 
“snappy” spark of peculiar and highly efficient igniting power, owing 
to the quick break and absolute reversal of the flux at each revolution. 

With the armature type machine, it is the central core or part actually 
enclosed by the winding that is laminated, as the ends adjacent the wind¬ 
ings must be solid. In the Dixie type, not only the core C, around which 
the wire is wound, is laminated, but also the pole shoes G and F, conse¬ 
quently all parts of magneto subject to reversal of flux are “laminated.” 


The armature type magneto (fig. 8) has a rotating element carrying windings, a laminated core, a 
condenser, collector ring, etc. 


The Dixie rotating element, or armature construction, consists of two pieces of cast iron (N&S) fig. 8, 
and a brass block (B) placed between them. There are no rotating wires. Figs. 10 and 4, show* more 
clearly how they are positioned between the poles of the magnets. On the 4 and 6 cylinder magneto, ther* 
are 2—N&S—poles and on the 8 and 12 cylinder magneto there are 4, see fig. 3i (insert). 







Fig. 7 


The generating wind¬ 
ing (W—fig. 4) in 
the Dixie is carried 
on a small coil (28, 
fig. 30-insert) placed 
across the upwardly 
projecting ends of 
the two pole pieces 
(figs. 32 and 85— 
insert)—see also flg. 
4, (C). 


CHART NO. 14SA—The Dixie High Tension Magneto. Above matter taken from manufacturer* 
description. Splitdorf Co., Newark, N. J. 

*See page 274, explanation of “armature” type magneto. 


















































































DIXIE HIGH TENSION MAGNETO. 


291 



Fie. 8—* Armature type magneto armature. 



Fig. 9—Rotating element in Dixie. 


Fig. 10—Showing how 
the rotating poles (fig. 
9) are placed between 
magnets of Dixie mag¬ 
neto. 



ng. 12—Simple primary circuit of Dixie. 

No brushes or contacts except breaker points. 

rig. 16 (below)—High tension cir- 
*ait in “armature-type” magneto. 


Disrmt*jriie 

Brush 



rig. 16—High tension circuit of Dixie 
magneto. Note direct path from spool 
to distributor. No revolving con¬ 
tacts except at distributor. 


Comparison of Primary Circuits. 

Fig. 8 shows the usual primary circuit in the armature type machine, and 
fig. 12 the same circuit in the Dixie. A, fig. 8, denotes the revolving arma¬ 
ture on which is wound the primary winding P and secondary S. Grounding 
brushes B and BB are necessary to insure a good contact between the grounded 
G th 0 primary and the breaker point X, the latter being positioned in 
the breaker mechanism which is movable for timing purposes. It will be seen 
that the free end W of the primary connects to the condenser R, and attention 
is called to the fact that this condenser is built into the armature and re¬ 
volves with it, and the armature must be disassembled to get it out. The shaft 
S is made hollow and a bolt 0 is carefully insulated where it passes through 
the same, this bolt connecting the free end of the primary and condenser to 
the insulated point Y of the breaker which revolves as a unit with the arma¬ 
ture. 

In the Dixie the core of the coil A, fig. 12, Is stationary, and the Inner end 
G of the primary winding P is grounded on the core. Q indicates the metal 
frame of the machine, which is put together with screws, so 
there are no brushes or sliding contacts, therefore brushes B, 
BB, fig. 8, are eliminated. 

The brush B is necessary in the armature type to insure 
a good circuit from the revolving armature to the frame of 
the magneto and thence to the engine. 

The condenser R in the Dixie is positioned immediately 
above the coil and is readily removable, it being only neces¬ 
sary to take out two screws. This condenser does not revolve 
as in the armature type. The terminal D is a screw on the 
head of the coil and the wire Z connects to the contact Y 
of the breaker. 

High Tension Circuit. 

Fig. 15 shows the high tension circuit in the 
armature type machine. In the metal armature head 
A is the insulating bushing B, through which the 
free end 0 of the high tension winding passes. This 
connects to a metal ring D carried on the rubber 
spool E. A brush F engages the ring and carries 
current to the terminal G, which in turn supports 
one end of connector H, which has a sliding por¬ 
tion I, so it can be removed. The outer end of H 
connects at J to the traveling contact of the dis¬ 
tributor, which in turn contacts on the segment L, 
to which is connected the spark plug cable. It will 
be understood that the high tension circuit is com¬ 
pleted from the frame of the armature N through 
brush B to the frame of the magneto and to ths 
engine and spark plug. 

Fig. 16 shows the Dixie high tension circuit. 

Here the end 0 of the high tension winding goes to 
a metal plate D carried on the rubber side A of the 
coil. Against D bears a connection F, which is 
practically one piece with the traveling contact J, 
which connects to the spark plug segment L, the 
circuit being completed through the spark plug, 
engine frame and frame of magneto in the usual 
manner without brush G. The first difference to b« 
noted in the Dixie construction is that the secondary 
winding being stationary, the spool E, the revolving 
ring D and the brush F bearing thereon are entirely eliminated, 
as is also all their troubles, such as punctured insulation in the 
spool E, wear of the brush F, collection of oil on D, etc., and 
the sliding connection I and member H are eliminated, their 
equivalent being a steel point F turning in contact with the 
plate D. 

**Safety Gap. 

An efficient safety gap arrangement is provided by the point 
S arranged in proximity to the framework indicated at G, 
fig. 16. Width of gap should be to For high com¬ 
pression engines set Under high compression, the sparks 

may fire across the safety gap instead of firing in the engine. 
Missing under such conditions can easily be remedied by 
opening the safety gap so that it will offer a greater resistance 
to the secondary current than the spark plug gap, under com¬ 
pression. Sparks should not be permitted to discharge across 
the safety gap for any length of time. 


f?TT art NO. 143B—The Dixie Magneto—continued 

*See page 274 meaning of “armature-type” magneto. 


★ ★ 


See also, pages 273, 275, 291. 






































































































































































































































































































292 


DYKE’S INSTRUCTION NUMBER TWENTY-TWO. 


Nothing 
rcvolvis 



Fig. 13—Breaker (or inter¬ 
rupter) of Dixie magneto. 
A cam (fig. 17) opens the 
points by raising end of 
arm. The cam is the only 
part of breaker mechanism 
which revolves. See (10). 
fig. 40, of insert. 



Dixie Breaker and Interrupter. 

Contacts axe stationary and do not revolve as in the “armature’’ type. 
See fig. 13 and compare it with armature type figs. 1 and 2, page 298. 

To adjust Dixie interrupter points (XY) ; this can be done while mag¬ 
neto is running and intensity of spark can be seen while adjusting. See 

fig. 33 (insert) and note screw for adjusting. 

“Armature” Type Magneto Timing. 

The advance and retard of a magneto is necessary to make up for the 

“lag’’ in engine operation as well as variation of speed, fuel, etc. 

Setting “armature” type magneto armature to the time of break of in¬ 
terrupter points is usually accomplished by measuring the distance (X) fig. 
2, page 290, between one of the pole pieces and adjacent edge of armature. 
The breaker is then adjusted so that points are just separating. This is 
taken as the advanced position of magneto, and with this setting the maxi¬ 
mum spark is obtained. 

Timing “armature” type armature with engine; the usual practice how¬ 
ever, is to place piston on top dead center of compression stroke with 
breaker box fully retarded—with points just opening—this of course in¬ 
creases width of opening of X, fig. 2, with a corresponding 
weakening of the spark. To advance the spark, the breaker 
box is moved so that the points open sooner in relation to 
the piston, thereby obtaining best spark when running. 

It is clear to see that spark will be weak at retard posi¬ 
tion, because gap (X) is wide, consequently the 
sudden surge of the flux line through armature has 
already passed its maximum. 

It has therefore been customary with some arma¬ 
ture type magnetos to use a compromise setting for 
the breaker in which the maximum efficiency of the 
machine is not utilized at full advance setting on 
the engine. This compromise setting permits a 
mechanical advance in such magnetos of approxim¬ 
ately 30 degrees, but it is doubtful if in many of 
8ee#x;££ Moves these machines the effective range exceeds 12 or 
15 degrees, as the maximum spark of the magneto 
is never utilized. 

Dixie Timing. 


Rera/eo 
Position 


-fVLE o/ECES 


W/tn Can. 


Fig. 17—Shows breaker and housing which when 
retarded or advanced—moves the coil structure 
with which it is attached, giving same intensity of 
spark at full advance or retard. 

•Fig. 36: A simple 
method of synchron¬ 
izing the position of 
rotor with time of 
opening of breaker 
points, is explained 
in foot note below 
and shown in illus¬ 
tration fig. 36. Con¬ 
tact points should 
separate .020 when 
opened by cam. 

Fig. 37: The 

breaker housing is 
adjustable. Being 
screwed to coil car¬ 
rying structure it 
can be moved in 
same direction as 
cam operates—if rotor 
gap is too small. If 
too large, rotate in 
opposite direction (to 
adjust for wear of 
fibre bumper also). 

Fig. 38: Correct position of distributor brush in 
contact with segment (A) when breaker is fully 
advanced. Correct position prevents back firing 
and tail burning of distributor segment. 


The advance and retard of Dixie magneto is ob¬ 
tained by shifting the breaker box, but note in fig. 

17—that it is attached to the “coil structure” (0- 
F-G, figs. 4 to 7). Therefore the breaker housing 
and coil structure are all advanced or retarded at 
the same time. See figs. 30 and 32 (insert) which 
will probably make this clearer. An absolute ad¬ 
vance of 30 degrees or more is obtained by simply 
rotating the coil carrying structure to which the 
breaker box is attached, around the axis of the 
rotating poles N S, figs. 4 to 7 and 17. 

Setting Dixie armature or “rotor” to breaker 
points; the distance X, fig. 2, page 290 (armature 
type illustration used to explain Dixie)—is usually 
.020 inch just as points are breaking. The maxi¬ 
mum rate of change of flux occurs in this position 
of rotor (X, fig. 2)—where rotor wings have just i 
reversed the direction of the flux through the core. 

To facilitate this setting of the relation between 
rotor and separation of contact points—a buzzer 
can be used as shown in fig. 36. The most effec¬ 
tive distance for X is never varied on the Dixie. 

To position breaker or interrupter box so that 
points open at desired point—note that the breaker 
housing (fig. 37, this page) can be moved by 
means of set screws (11)—fig. 30 (insert)—around 
the cam, so that the break can be made to occur 
without interfering with adjustment of points. 

To time Dixie magneto to engine: (1)—place pis¬ 
ton on top of compression stroke; (2)—uncouple 
magneto; (3)—place breaker in retarded position; 

(4) —rotate driving shaft of magneto in direction it 
is driven until platinum points are about to separate. 

(5) —couple magneto; (6)—connect distributor ter¬ 
minals as explained, on page 296. 

Above timing is for the 4 and 8 cylinder magnetos, 
also 1 and 2 (twin cylinder motorcycle type (Ml 
and M2); also Dixie model 11 and 21. 



On the 8 cylinder, the distributor brush (A2—fig 19, page 293) should be in contact with No. 1 ter¬ 
minal of distributor block—see figs. 22 and 23, page 293. 

To time 6 cylinder, model “60” magneto—place piston ^6 of an inch ahead of the end of the com¬ 
pression stroke with timing lever in full retarded position and breaker points just separating. Distri¬ 
butor terminal is connected with No. 1 plug terminal. 

To time 12 cylinder, model “120” magneto: place piston % 6 of an inch ahead of the end of com¬ 
pression stroke. With breaker or timing lever retarded, turn magneto drive shaft direction of rotation 
until carbon brush A2—fig. 20, page 293 is in contact with segment connected with terminal No. 1 of 
distributor block fig. 26, and 24 and 25, page 293. When points are about to separate—couple magneto. 
See under figs. 24 and 25, page 293 for distributor connections. 

Cams on 4 and 6 cylinder interrupters have 2 lobes; 8 and 12 cylinder, 4 lobes. 


CHART NO. 143C—The Dixie Magneto—continued. 

•If a buzzer is connected as shown, it will be in circuit with contact-breaker points. While contact points are 
closed buzzer will operate. Turn armature slowly (direction rotation) until instant buzzer ceases—just at this 
time the distance between “rotor” and “pole piece” should be .020. Spark plug gap is set .025". 

























































DIXIE HIGH TENSION MAGNETO. 


293 


OUTER ROW 
/ INNER ROW 



Dixie Eight Cylinder Distributor. 

. Four sparks are produced during each revolution of the 
drive shaft, at the instant of the “break ’' from the edge 
of the field structure. There are 4 rotating poles to the 
8 and 12 cylinder magneto as per fig. 31, (insert). On 
the 4 and 6 cylinder magneto there are two. 

outer row Magneto is driven at crank shaft speed, because 8 cyl. 

4 cycle engines fire 4 cylinders per revolution—this 8 cyl. 
magneto generates 4 sparks per revolution. As firing of 
cylinders take place at cam shaft speed, the distributor is 
geared down 2 to 1 of armature shaft. 


INNER ROW 


Fig. 19—8 cylinder distributor. Note 
there are two rows of segments. 


,A1 


,A2 



81 

I 82 

Fig. 20 — The “rotor” of the 
8-cylinder distributor (also 12). 



fig « 

24 «ANO WOTAtiON 


Fig- 

25 ttrT HAND ROTATION 


Figs. 22 and 23, show order of 
sparks delivered by 8-cylinder dis¬ 
tributor. 

Figs. 24 and 25, order of sparks 
of 12-cylindcr distributor. 

Terminals on 24 and 25 are marked lit—12R for 
right hand rotation and 1L—12L for magnetos left 
hand rotation. 

Therefore, (right hand rotation) connect cable from 
terminal 1R to spark plug No. 1 cylinder; cable from 2R 
to snark plue next in sequence of firing and so on. 


Distributor—On the 4 and 6 cylinder magneto the seg¬ 
ments are placed in one row proper distance apart. On 
the 8 cylinder magneto there are two 4 cylinder distribu¬ 
tors (fig. 19), placed side by side, but moulded together, 
and having a double “finger’’ or rotor (fig. 20). Contacts 
are so arranged that one segment in each row is alternately 
in contact. Rotor itself is hard rubber. 

The high tension current is collected by brush C, fig. 20, 
which is in contact with the high tension winding (see fig. 
16, page 291), and conducted through the center of the 
“finger ’’ or rotor, to brush (D), thence by means of a 
metal sector, S, fig. 19, moulded in the hard rubber block, 
the current is conducted to either of two sets brushes A1-A2, 
B1-B2, fig. 20, in the wings of the distributor rotor. 

• These brushes arranged in sets, become alive alternately 
at the moment when they are actually in contact with a seg¬ 
ment in either of the two rows of four segments in the block 
making it impossible for the spark to jump to the wrong 
segment as in this manner a spark received at any post in 
the inner row of the block will be followed by a spark fr^*n 
a post in the outer row but 180° away. 

Dixie Twelve Cylinder Distributor. 

Four sparks are produced each revolution of drive shaft of 
magneto. There are four rotating poles same as on the 8. 

Six cylinders must be fired per revolutions of crank shaft— 
therefore magneto will turn iy 2 revolutions to 1 of crank 
shaft and distributor is geared 3 to 1 of armature shaft. 

Distributor is two six cylin¬ 
der . distributors moulded to¬ 
gether as per fig. 26. Note 
sector (S) in fig. 26, how it 
differs from 8 cyl. sector (S), 
fig. 19. The “rotor” of the 
12 is similar in construction 
as fig. 20. 


OUTER ROW 


INNER ROW 



OUTER ROW 
INNER ROW 



Fig. 26—12 cylinder distributor. See also 
figs. 31, 33, 34 of “insert” of 12 cyl. 
magneto. 


Internal Wiring Diagram for Eight Cylinder Enginea 


See figs. 16 and 12, page 291—which will 
assist in making this diagram clear. Note— 
(CW) in fig. 28 is the coil winding and con¬ 
nections—above it is the internal wiring as 
an explanation, see also pages 918, 922. 


/HART NO. 143D—The Distributor and Rotor of Dixie 8 and 12 Cylinder Magneto. 


























































































294 


DYKE’S INSTRUCTION NUMBER TWENTY-THREE. 


lOLf R6EA0 



vCAmGear Drives CAM 



Fig. 1 


CONNECTS WITH THROT-'y 
TLE VALVE OF CARauREt lOR 
ON OTHER SiOEOF ENGINE-. 


Magneto Drive. 

The magneto can "be driven by gears (fig. 
1), or a silent chain (fig. 2). The usual prac¬ 
tice is to drive with gears. The magneto 
which is timed to give a spark at a fixed time 
cannot be driven by a belt or friction, be¬ 
cause the armature must be in a certain posi¬ 
tion in relation to the timd of spark. A belt 
would slip. 

The method for advancing and retarding 
the time of spark, is usually by means of a 
rod connected at one end with the spark lever 
on the steering wheel, the other end connects 
with the bell crank, thence by a rod to the 
interrupter or breaker-box housing. 

By shifting this housing in opposite direc¬ 
tion of rotation of cam, the cam would raise 
the interrupter arm and interrupt the flow of 
currefit earlier or in “advance.” 

By shifting this housing with direction of 
rotation of cam, the interruption would occur 
later or “retarded.” 

On some types of magnetos, as the Mea, page 
289, the field magnets are “advanced” and “re¬ 
tarded” by rocking the magnets bodily around the 
armature (called pivoting advance). 

Advance which can be obtained on a magneto, is 
usually 22 to 35 degrees. 


Sprocket 
Driving j 

Magneto 4 Pump. ^^ISSKhaftOrivb 

Sprocket. 

Fig. 2. The silent chain drive method 
on a six cylinder engine. 

Note sprocket driving magneto gear 
is slightly larger, therefore magneto 
gear will turn 1^4 revolutions to crank¬ 
shaft gear’s 1 revolution. (The magne¬ 
to is usually driven by gears). 

Speed Relation. 

Speed relation of magneto armature to 
crank-shaft: The number of revolutions of 

the magneto armature with regard to the 
engine is as follows: 

Four-cycle engines: *l-cylinder engine, half-the- 
speed of crank-shaft; 2 and 4-cylinder engines, same 
speed as crank-shaft; 3-cylinder engine, at % speed 
of crank-shaft; 6-cylinder engine, at 1% speed of 
crank-shaft; 8-cylinder engine, twice the speed of 
crank-shaft. A two-lobe cam C, fig. 5 is generally 
used, see also pages 295, 298, 308. 

Two-cycle engines: 1 and 2-cylinder engines, 
same speed as crank-shaft; 3-cylinder engine, 1% 
speed of crank-shaft; 4-cylinder engine, twice the 
speed of crank-shaft; 6-cylinder engine, 3 times the 
speed of crank-shaft. 

Distributor Speed. 

Fig. 5. Illustrating the ratio of gearing be¬ 
tween the armature and distributor gear on 

the 4 and 6 cylinder magneto, (four-cycle.) 

On a 4-cylinder engine, armature turns same 
speed as crank-shaft, but the distributor, turns once 
to the crank-shaft twice. 

On a 6-cylinder engine, the armature turns 1 Vi 
times to the crank-shaft once, or 3 revolutions to the 
crank two, but the distributor, turns .once to the 
crank-shaft twice. 

Distributor of 4 cylinder magneto (see illustra¬ 
tion), the contact segments are 90 degrees apart. 

Distributor of 6 cylinder magneto, the segments 
are 60 degrees apart. See also, pages 306. 309. 


CAM 

GEAR 

MA6NETO 

GEAR 





HANK 
9 HAP T 


p 

'■ 


__n 

P^ 

Mo) 

®gsl 

Mo) 

J— 







Fig. 3: Note the 
ratio of gearing to 
magneto on a “T” 
head 4 cyl. engine. 


EAR ON 
ARMATURE 



FRONT VIEW 
4CYL 


FRONT VIEW 
fa CVL. 



MAOHH' 


CAM 

SHAFT 

GEAR. 


Fig. 4. Note the 
same ratio is used 
on the “L” head. 


CHART NO. 144—Magneto Drive Methods. Magneto Armature and Distributor Speed. 

*See also, page 309. 























































































































MAGNETO INSTALLATION. 


295 


INSTRUCTION No. 23. 

MAGNETO INSTALLATION: Magneto Speed. Distributor 
Connections. Care of Magneto. Adjustments and Troubles. 
Interrupters; construction and care. Testing Secondary 
Windings. Remagnetizing Magnets. Clockwise and Anti- 
Clockwise Rotation. 


Magneto Driving Method. 


This description applies to the types of 
high tension magnetos with double wound 
armatures. 

The magneto is usually placed along side 
of the engine (see chart 144), mounted on 
a separate base provided for it. The base 
of the magneto is usually made of brass, 
as brass will not become magnetized, there¬ 
fore the magnetism is confined to the mag¬ 
nets, otherwise they would soon lose their 
magnetism. 

fThe magneto armature shaft can be 
driven by gears, flexible shaft or silent 
chains. Lost motion should be eliminated, 
and it is advisable to drive the magneto 
through gears with a flexible coupling, per 
fig. 4, page 302. 

The magneto may be driven by chain and 
sprockets if gears cannot be fitted, but the 
arrangement should be such that the chain 


will run with as little slack as possible, and 
at the same time without placing undue 
side strains on the armature bearings. 

The necessity for preventing slippage pro¬ 
hibits driving the magneto by belt or by 
friction. On silent chain drive there is 
usually an “idler ’* or some means pro¬ 
vided to take up the slack in the chain. 

The magneto must be driven at a fixed 
speed, because the armature must be in ap¬ 
proximately a vertical position and inter¬ 
rupter point just breaking when the piston 
is iu the correct position to receive the 
spark (see page 309). The correct position 
for the piston to receive the spark, is just 
an instant before it is at the end of its 
compression stroke. 

The armature is therefore set, by meshing 
its drive gear in relation to the gear on the 
crank shaft so it will be in this position at 
this time. 


♦Magneto Speed. 


A high tension magneto of standard con¬ 
struction produces a high tension or jump 
spark current; this current being generated 
in the windings of the magneto without the 
use of a separate induction coil. 

Two ignition sparks are produced during 
each revolution of the armature in the us¬ 
ual type, and these are transmitted to the 
proper cylinders by means of the high ten¬ 
sion distributor, which is integral with the 
magneto. Once during each half revolution 
of the armature the primary circuit is 
broken, and the abrupt interruption of the 
primary current results in the production of 
the high tension current in the secondary 
winding. 

The variation in ignition timing, is ef¬ 
fected on the magneto itself, the arrange¬ 
ment permitting the interruption of the 
primary current to occur earlier or later in 
the revolution. 

On a four cylinder engine, four sparks 
are required during two revolutions of the 
crank shaft. The magneto gives two sparks 

Distributor 


or impulses to one revolution of its arma¬ 
ture, therefore it would be geared to drive 
at the same speed as the crank shaft. 

On a six cylinder engine, six sparks are 
required during two revolutions of the 
crank shaft, therefore the armature would 
revolve one turn, and half of another turn, 
making three sparks, while the crank shaft 
made one turn. Therefore on two revolu¬ 
tions of the crank shaft, the armature would 
make three revolutions or six sparks. 

The distributor, however, on both the 
four and six cylinder engine, would revolve 
one-half the speed of crank shaft. As the 
distributor brush would make one revolution, 
to two revolutions of the crank shaft. See 
fig. 5, chart 144. 

**A two-lobe cam is generally used on the 
interrupter, with lobes or projections 180° 
or one-lialf revolution apart. This causes an 
interruption of current every half revolu¬ 
tion of the armature—see C, page 296, also 
page 298. 

Connections. 


Before the magneto distributor can be 
connected with the spark plugs, the firing 
order of the engine should be determined, 

and in the case of four cylinder four cycle 
engines the firing order must be cither 1, 3, 
4. 2, or 1, 2, 4, 3, or if a six, it would prob- 

*See page 294, 306 and 308. 


ably be 1, 5, 3, 6, 2, 4, or 1, 4, 2, 6, 3, 5. 
The firing order may be determined by 
cranking the engine slowly and observing 
the order in which the inlet or exhaust 
valves operate, this order of operation be¬ 
ing identical with the firing order. 

—continued on page 297. 


fThe best method for driving a magneto is with a flexible coupling, per fig. 4, page 302 and page 312. 

The coupling and shaft is usually driven by a gear. This permits undue strain on armature, if not 
exactly in line and also reduces vibration to armature shaft. The chain drive is the least desirable 
of the three methods. 


If a gear is used to drive magneto direct to a gear on armature shaft, sufficient clearance must be 
allowed between gear on magneto and the driving gear, in order to reduce strain on the armature 
shaft. **See page 922 for cams used on 8 and 12 cyl. engine magnetos. 


296 


DYKE’S INSTRUCTION NUMBER TWENTY-THREE. 




Method of connecting the spark plugs with distributor on four-cylinder engines; when 
engine is firing 1, 3, 4, 2 or 1, 2, 4, 3. Also note the different method of connection when 
the magneto runs clockwise, and anti-cloclcwise. Clockwise means in the same direction as the 
hands of a clock move, anti-clockwise in the reverse direction. Note when armature revolves 
in one direction, distributor revolves in the opposite direction. This is due to the motion 
of the gears. In the 
case of a magneto 
the direction of rota- 
tion clockwise or 
anti-clockwise, is al¬ 
ways stated viewing 
the magneto from its 
shaft or driving end. 

Connecting distri¬ 
butor to cylinder: 

Airing order 1, 2, 4, 

3. If cam (C) turns 
to the left, set (B) on 
(S) and connect cyl¬ 
inder No. 1 with (S), next segment of distributor in 
direction of rotation would be connected with 2nd cyl¬ 
inder, next with 4th cylinder, next with 3rd cylinder. 

If cam turns to the right, place (B) on (S') and 
connect cylinder 1 with (S'), then next segment or 
cable in direction of rotation with 2nd cylinder, then 
next with 4th cylinder, next with 3rd cylinder. 

If engine fires 1, 3, 4, 2, connect in same manner so that rotation of 
brush B, will cause engine to fire 1, 3, 4, 2, in order as they come. 

RH—abbreviation means arm (B) turns right hand, when cam (C) turns to the left; 
LH—abbreviation means arm (B) turns left hand, when cam (C) turns to the right; P—are 
platinum contact points on interrupter; R—is roller raised by cam (C) which causes separa¬ 
tion of (P); A—is interrupter or contact breaker housing. 

If cam run to left, shifting (A) down would tl advance’ ’ and up would “ retard.’ * 

The sooner cam separates (P)—quicker the spark—(advance); the later the cam separates 
(P)—later the spark (retard). 

Above Illustration is that of the K. W. high tension magneto per page 288. Although the four-pole 
rotor is used, as explained on page 256—there are but four sparks delivered to engine during two revolu¬ 
tions of the crank shaft. The cam (0) being a two-point cam and revolving same speed as crank-shaft, re¬ 
sults in two sparks per rev. or four sparks for two rev. The distributor revolves one rev. to crank-shaft two. 



CHART NO. 146—Distributor Connections. Relative Rotation of Distributor to Interrupter Cam. 
Clockwise and Anti-Clockwise Rotation Explained, (see also page 313.) 














































































































































































































MAGNETO INSTALLATION. 


297 


—continued .rom page 295. 

There is usually a peep-hole on the dis¬ 
tributor provided on magnetos that show 
which contact the distributor brush is on, 
for instance: When the figure 1 appears 
through peep-hole (see fig. 2, page 310) 
in the distributor disk, the distributor is 
making contact with terminal No. 1, and 
this terminal should therefore be connected 
to the spark plug of cylinder 1. Bearing 
in mind that the rotation of the distributor 
is opposite to the direction of rotation of 
the armature, the next distributor contact 
that will be made should be connected to 
the spark plug of the cylinder that is next 
to fire. The third and fourth terminals of 
the distributor should be connected to the 

Care of the 

Distributor parts: Distributor plate 
should be removed occasionally for inspec¬ 
tion as to the presence of the carbon dust 
that wears off the carbon brushes. This 
dust may form a connection between the 
distributor segments, and in consequence 
cause a spark to occur in the wrong cylin¬ 
der. Carbon dust that has collected on the 
distributor should be wiped out with a 
cloth, the cloth being moistened with gaso¬ 
line should the carbon have become'’caked. 

After cleaning with gasoline, the inside of 
the plate should be given a very light film 
of oil to prevent excessive wear of the 
brush and the distributor plate. 



Fig. 3. A —method by which the 
wires can be separated from one an¬ 
other to avoid static effects. B—an¬ 
other method of separating wires to 
avoid static effects. C—with this 
arrangement static effects are some¬ 
times felt. D—running wires through 
brass tubing does not avoid static 
effects. 

♦♦Cables. Use only the best insulated wire 
for all electrical connections and especially 
those leading to the plugs. The wires run¬ 
ning from the distributor to the spark plug 
are called secondary cables and should be 


remaining spark plugs according to the 
firing order. These connections will be 
facilitated by a study of the wiring dia¬ 
grams in chart 14 5. 

Note the explanation of both four cyl¬ 
inder firing orders are given also the mean¬ 
ing of the term applied to magnetos running 
“clockwise” and “anti-clockwise.” 

A ‘study of these illustrations, especially 
fig. 5, chart 144, will enable the reader to 
also understand the connections for a six 
cylinder engine. It is merely a matter of 
connecting the cable from distributor ter¬ 
minal which is next on contact, to the cyl¬ 
inder which fires next. 

Magneto. 

protected from “static” electricity—see 
fig. 3 below. (A, B are best arrangements). 

Terminals. Scrape off about 3/16 inch 
of the insulation from both ends of the 
cable, clean the copper wire and screw it 
into tube of terminal (it will not do to 
push it in only) in order to connect the two 
parts thoroughly. Spread out inside the 
tube the portion of the wire which has been 
stripped of its insulation and screw in the 
little screw supplied for the purpose. 

Many a case of ignition trouble has been 
hard to locate due solely to one of the 
strands of wire short circuiting. Therefore, 
if special connections are provided use 
them, otherwise solder the ends. 

♦Interrupter Adjustments. 

Among the most important parts of the 
magneto is the tinterrupter (see figs. 1 and 
2 illustration, chart 14 6); and it is advis¬ 
able to inspect it from time to time. An 
inspection of the interrupter requires the 
removal of cover which is usually secured 
to the interrupter housing by means of a 
spring ring that permits it to be snapped 
on and off. The interrupter lever should 
be moved for assurance that it is free on 
its pivot, and a test should be made of the 
distance between the platinum points. 

Adjustment: When the lever is de¬ 

pressed by one of the steel segments or 
cam, the distance between the platinum 
points should be about .015 to .020 or about 
inch. This distance may usually be ad¬ 
justed by the movement of a platinum 
pointed screw. 

Should it be necessary to replace one of 
the platinum points or to attach a spare 
part, the interrupter may be more comp¬ 
letely exposed by turning lock ring a quar¬ 
ter of a turn to the right or to the left and 
removing it and the interrupter housing. 
The interrupter itself may be removed by 
unscrewing interrupter screw. 

When replacing the interrupter, care must 
be taken that the key on the interrupter disk 


Static electrical discharge means jumping of high tension current from one wire to another when 
together, even though insulated. 

★ The adjustment of the gap at the platinum contact points (see chart 146) on “contact breaker" 
on magneto when separated by nose of cam, ought not to be over 1-64 of an inch, however, this is noi 
intended for a rule to go by altogether—there is a slight variance on different makes of magnetos. 

On the Bosch Z R 4 and Z R 6 magneto the space is .4 of a millimeter, as a millimeter iR l-25th 
part of an inch therefore space is about .016" or V6t inch. On the Remy .020 to .025; the Splitdorf 
.020 of an inch. The average is from .020 to .025. **See pages 240 and 425. 

+Note: S. A. E. now designate the Interrupter as “Breaker-Box”—see foot note page 298. 












































298 


DYKE’S INSTRUCTION NUMBER TWENTY-THREE. 



Figs. I and 2. Two types of interrupters. 



Single spark cam. Two spark cam. 

Fig. 9. On a single cylinder engine requiring 
but one spark during two revolutions of the 
crank, a single cam is used which is attached to 
end of armature, which revolves % the speed 
of crank shaft. The two point cam, however, 
is most generally used. 

On a four cylinder engine the cam would open 
interrupter twice during one revolution, there¬ 
fore it would run same speed as the engine, 
causing four openings during two revolutions— 
see chart No. 145. 

EXAMINE 
PLATINUM 
POINTS SEE IF 
PlTTFO AND 



* :; Magneto Interrupters. 

The **interrupter is constructed in various 
forms. The principle, however, is about the 
same. The purpose of the interrupter is to open 
or interrupt the flow of current in the primary 
winding of the magneto armature just as the 
armature breaks from the pole cheeks (page 309). 

The interrupter on four cylinder as well as 
the six cylinder engine magneto, must interrupt 
the current twice during one revolution. There¬ 
fore a cam with two projections placed 180° 
(half revolution) apart is provided. 

If a cam is not used, then means for ac¬ 
complishing the same thing must be provided. 

Note the arrangement in fig. 2, here we have 
two cam-blocks (G) stationary to the inside of 
the interrupter housing (F) placed 180° apart. 
As the disc (D), revolves, the parts C, H, E, B, 
A and X revolve with it. 

At the extreme end of (C) is a projection 
(X), when this fibre projection ^X) strikes cam- 
block (G), the platinum point contacts (B and A) 
are opened. (H) is a spring provided for hold¬ 
ing the points together at other times. (K) is a 
flat metal spring which connects with terminal 
(M) and is used to carry current to grounding 
switch—see fig. 1, chart 129. 

tlnterrupter adjustment: There is one adjust¬ 
ment on the magneto which needs watching; that 
of the platinum point breaker contact screw. 
The adjustment should be made so that the max¬ 
imum break of the platinum points is about 
.015 to .020 inch, or about 4 of an inch. 

*If the engine misses with the spark retarded 
(and misses more at low than at high speed), 
the contact screw should be screwed out a notch 
at a time until the missing is overcome. If 
the engine misses with the spark advanced 
(and more at high speed than at low), the con¬ 
tact screw should be screwed in a notch at a 
time until the missing is overcome. When cor¬ 
rect adjustment is once made, further attention 
should not become necessary for several months. 

Note that the adjusting screw is very delicate and needs 
to be adjusted carefully. If platinum points are “pitted,” 
then they should be filed down flat with a very fine jewelers 
file. (See page 234.) Keep oil away from the points. 

fThe spark plug gaps, when used with magneto ignition 
should be about .020" to .031", see foot note, page 275. 

Common contact-breaker troubles are; insufficient lubrica¬ 
tion causing wear; loose breaker bar, fibre bumper worn. 



//*■ fi/orj 
e -r/or/r 



The Remy interrupter. 





Bosch 


three different Types of magneto breaker mechanisms 

Dixie 


Eisemann 


In this the moving contact 
Is carried on a bell crank 
which rotates with the arm¬ 
ature shaft, the cams being 
Inside the breaker box 


The cam revolves with the 
armature shaft operating a 
bell crank which remains 
stationary so adjustments 
can be made while running 


This consists of two spring 
members separated by a fibre 
piece; one of the springs car. 
rles the moving contact point. 
The cam Is stationary 


CHART NO. 14G—**Magneto Interrupters: Construction and Care. 

•Widening the gap causes the interrupter points to open earlier, causing spark to occur when magneto arms 
ture is at a more favorable position—giving a more intense spark. Closing of gap is just the reverse of 
foregoing, tUsually, a small flat wrench is provided with magneto for adjusting. 

**S. A. E. now designate the Interrupter as “Breaker Box.” The term “Interrupter" is used in this book 
owing to the fact that this matter was set up before the designation was adopted. In some instances the change 

will be made. 


































































MAGNETO INSTALLATION. 


299 


fits exactly into the keyway on the arma¬ 
ture shaft, and care must also be exercised 
when replacing the interrupter housing, be¬ 
ing sure it is placed back in exactly the 
position it was taken off. 

The platinum points on the interrupter 
“pit” in time, but not so bad as the points 
on a vibrator coil. The alternating cur¬ 
rent of a magneto does not cause pitting 
of the points as much as the direct current. 
However in time the points are bound to be¬ 
come worn and new ones must be fitted, or 
the old ones dressed down. (See dressing 
platinum points, page 234.) 

**The Safety Spark Gap. 

In order to protect the insulation of the 
armature and all other parts from injury 
due to excessive voltage, a safety spark 
gap is provided to permit the passage of 
the current to ground without injury. The 
current will pass across the safety spark 
gap in case a high tension cable is discon¬ 
nected, if the spark gap is too great, or if 
for any other reason the spark plug circuit 
is open. Discharge should not be permitted 
to pass through the safety spark gap for 
any great length of time, however. This 
should be particularly guarded against if 
the engine is operated on a second or auxil¬ 
iary ignition system. When the engine is 
operated on such a system, the magneto 
should be grounded in order to prevent the 
production of high voltage, current. 


Oiling the Magneto. 

The over oiling of the magneto should 
be guarded against in order to prevent the 
entrance of oil to the interrupter parts. 
Each of the oil holes is to be given a few 
drops of fine machine oil every two weeks 
or every 1000 miles. The interrupter is 
designed to work without lubrication, and 
the presence of oil on the platinum points 
will give unsatisfactory results, inasmuch 
as it will cause sparking at the points and 
possible misfiring. 

Vaseline is suitable for lubricating the 
ball bearings, but never use oil on the in¬ 
terrupter whereby it will reach the platinum 
points. 

Cutting off the Magneto Ignition. 

To cut off the ignition the primary cur¬ 
rent must be “grounded,” which will pre¬ 
vent the breaking of the circuit by the 
opening of the interrupter, and conse¬ 
quently prevent the production of the sec¬ 
ondary current. The primary current may 
be grounded by making a connection be¬ 
tween the grounding nut and the engine 
ground, this circuit usually including a 
switch. One terminal of the switch is con¬ 
nected to the engine or frame, the other ter¬ 
minal leading to grounding terminal. When 
the switch is open the magneto will produce 
a spark, but the closing of the switch will 
ground the primary circuit and will pre¬ 
vent the production of the ignition spark. 
(See fig. 5, chart 144 (switch is shown in 
lower part of figure) and fig. 1, page 268.) 


Magneto Ignition Troubles. 


In case of defective ignition it must be 
determined whether the fault is in the mag¬ 
neto or in the plugs. Generally when only 
one cylinder misses, the fault is in the plug. 

Defects of Spark Plugs. 

1st. Short-circuit at the spark gap, due 
to small metallic beads which are melted by 
the heat of the intense spark and form a 
conducting connection between the elec¬ 
trodes. This defect is easily ascertained 
and may be remedied by removing the me¬ 
tallic beads. (See page 2 37.) 

2nd. If the gap between the spark plug 
electrodes (point) is too great, the spark 
will jump across the safety gap on the mag¬ 
neto. In such a case, when the plug is un¬ 
screwed from the cylinder the spark will 
jump across the electrodes of the plug, and 
not across the safety spark gap. This does 
not signify that the distance between the 
electrodes is correct for it must be borne 
in mind that open air has a lower resis¬ 
tance than the compressed air or gas exist¬ 
ing in an engine cylinder. The distance 
between the electrodes when under com¬ 
pression in the cylinders must, therefore, 
be less than is required in the open air. 
The correct gap should be approximately 

Vo-i to %2", aee foot note > P a S e 27 5 • 

3rd. Fouling of the plug. If fouling 
should occur, the parts exposed to the burn¬ 
ing gases may very readily be cleaned by 

*See also page 301. **See also, pages 273, 275, 


removing the plugs from the cylinder. This 
exposes the plug core, and it may be cleaned 
with gasoline. 

The spark plug used with a magneto should 
have the point set closer than with a bat¬ 
tery and coil ignition, because, when the 
magneto runs slow the current is not as 
strong as when running fast. With a bat¬ 
tery as a source of supply, the current is 
constant at all times. 

The spark plug cables must be tested, and 
special attention should be paid to ascertain¬ 
ing that the insulation is not injured in any 
way. The metal terminals of the cables 
must not come in contact with any metal 
parts of the engine or with any metal parts 
of the magneto, except the proper binding 
posts. 

*Diagnosing Magneto Troubles. 

(1) . Engine balks—no spark. 

(2) . Misses at low speeds. 

(3) . Misses at high speeds. 

(1) . Cause of: Broken connections, 
short circuit in primary circuit, or between 
coil and distributor brush. Timing maybe 
wrong or breaker points too far apart. 

(2) . Cause of: Spark plug gaps too far 
apart, or too close; breaker points too far 
apart; loose connections or short circuits; 
weak magnets. 

291. 


300 


DYKE’S INSTRUCTION NUMBER TWENTY-THREE. 


(8). Cause of: Breaker points set too 
close; breaker arm not working freely, loose 
connections or short circuit. 

Ignition fails suddenly. A sudden fail¬ 
ure of ignition indicates a short-circuit in 
the lew tension cable, either through a de¬ 
fect in the cable, through a faulty connec¬ 
tion of the switch, or through the presence 
of dirt or moisture. This may be tested by 
removing the grounding cable from binding 
post on the magneto and endeavoring to 
start the engine on the magneto. If the 
engine runs with this wire disconnected, 
but stops when the wire is connected, it 
may be taken for granted that there is a 
fault in the insulation or some other defect 
through which the low tension current es¬ 
capes to “ground.” It is also advisable to 
examine the carbon distributor brush to 
ascertain if it is in good condition. This 
brush may be exposed by removing distri¬ 
butor plate. 

Irregular firing. Irregular firing is us¬ 
ually caused by the improper working of 
the interrupter, and this part should be ex¬ 
amined. It should be seen to, that the in¬ 
terrupter lever moves freely on its pivot, and 
that the center screw is properly tightened; 
see also that the steel segments or cams, as 
well as the two platinum screws, are proper¬ 
ly secured in position. Furthermore, the 
platinum points should be inspected for the 
correctness of their adjustment, and they 
should be so set that they are about 1-64 of 
an inch apart when the interrupter lever 
is depressed by one of the segments. The 
platinum points should be clean, flat and 
true to one another, and any oil, grease, or 
dirt that is deposited on them should be 
removed. If they are uneven or in bad con¬ 
dition—but only then—they should be trued 
by means of a fine flat file. If the interrup¬ 
ter lever does not move freely on its pivot, 
(as is occasionally the case, particularly 
with new magnetos,) the hole through the 
fibre bushing that forms the bearing should 
be reamed out. This work should be very 
carefully performed, however, and excessive 
reaming guaided against. 

Starting the engine. To start engine it is 
sufficient to give a sudden pull to the start¬ 
ing handle at the moment a spark is to take 
place in one of the cylinders. If the engine 
does not start off at once this may be 
caused by either or all of the following: 

(a) by setting not being done in a proper 
way; (b) by the points of the plugs being 
too much apart; (c) by the cables being 
faulty or the connections being badly made. 
Very often the carburetion is faulty. 

In any case, care should be taken when 
stopping the engine to short-circuit the mag¬ 
neto and to cut off the supply of gasoline 
(by closing throttle) when the engine 
has ceased running. In this way the cyl¬ 
inders are prevented from being filled with 
air. If the cylinders contain gasoline, the 
starting of the engine is always easy. If 


on the contrary, the supply of gasoline 
(throttle) is cut off while the engine is run¬ 
ning, the cylinders get filled with air and 
on restarting, it has to be driven out and 
replaced by gasoline. 

. Coil. If on turning the magneto no 
high tension current is produced, it may be 
that the coil is damaged (this applies to 
low tension magneto with separate coil, or 
the secondary winding on the high tension 
armature), and should be returned to the 
manufacturers in order to have it either re¬ 
paired or replaced. 

Magnets. Remagnetizing will not be 
necessary unless the magnets have lost their 
magnetism due to the fact of their having 
been taken off and left, for a long period, 
without their bases having first been bridged 
by a piece of iron; or else if, after having 
taken out the armature, no piece of iron 
or steel has been placed on the pole pieces. 
This piece of iron or steel should remain 
there until the armature is replaced. It 
often happens that on remounting the mag¬ 
nets, a mistake is made in placing them in 
the wrong order, whereby their magnetic 
power is completely neutralized. 

When it becomes necessary to take the 
magneto apart you will do well to draw a 
chalk line across one side of all the magnets 
or be careful that the same marks stamped 
on the magnets appear all on the same side. 
All north poles are to be replaced on one 
side and all south poles on the other. See 
charts 148 and 149 for remagnetizing. 

Difficult starting is in many cases caused 
by the fact, that upon stopping the engine, 
the supply of gasoline is cut off, while the 
ignition only should be stopped. In this 
way the cylinders are filled with air only, 
without any gasoline and no explosions are 
possible. By opening the throttle about one 
quarter of the way, draw in a “ mixture’ ’ 
of air and gas then engine will start. 

By cutting out the ignition only, there will 
be gasoline vapor in the cylinders instead 
of air and the engine can be set in mo¬ 
tion by half turn of the starting handle, 
i. e., by a sudden pull at the moment of 
highest compression. 

Springs. Examine from time to time 
whether the safety contact spring sliding 
in front of the cam presses sufficiently 
against the cam; as soon as the steel bosses 
are rather worn, the spring should be re¬ 
placed by a new one. By putting some oil 
now and then upon the steel parts, too rapid 
wear will be prevented. 

Carbon Brushes. The low tension car¬ 
bon brush, as well as the high tension dis¬ 
tributor, will wear off in the course of 
time and have to be replaced by new onew. 
i. e., in the first case as soon as the spring 
presses down on the metal holder of the 
carbon, and in the second as soon as the 
spring of the carbon comes out of its case. 


When magneto armature rubs against pole-piece, it is likely due to worn bearings or broken ball loose 
screws on armature head, or gears meshed tight causing undue wear on one end of shaft. 


301 


MAGNETO INSTALLATION. 


Synchronizing Distributor with Armature. 


Synchronizing the interrupter points, earn and 
distributor. If magneto has been entirely disas¬ 
sembled proceed as follows: 

Bosch DU4 as an example: (1st) place dis¬ 
tributor brush on segment—just starting; (2nd) 
place armature in direction of rotation inch 
from pole shoe—just breaking (see fig. 2, page 
313); (3rd) breaker to start opening advanced. 


Bosch DU4, model 5: (1st) place brush in cen¬ 
ter of segment; (2nd) armature Vic of an mch 
from pole shoe; (3rd) breaker points will start 
to open at full retard. 

Bosch dual system: (1st) place brush Vie inch 
on segment; (2nd) armature breaks from pole V &4 
inch; (3rd) breaker points will separate at full 
advanced position. 


Magneto Trouble Indications. 


Failure of magneto to give the proper spark 
may be due to: 

Armature: weak current; open primary; 
open secondary; shorted primary or second¬ 
ary. 

Condenser: short circuited; open circuit— 
see page 303. 

High tension circuit: brush on collector 
spool cracked or punctured; loose connec¬ 
tion to collector spool; defective distributor 

brush. 

Spark plugs: improper gap; fouled—see page 

304. 

Magnets: weak; reversed. 


First Determine if the Trouble is 
Due to the Magneto. 

By first running engine on the battery 
and coil system of ignition—then switch 
on to the magneto side—if the engine be¬ 
gins to miss, yet runs on battery side, this 
will indicate the trouble is in magneto. 

Quite often, however, this test is made when 
engine is running slow and if engine misses only 
on slow speed, try setting plug points closer to¬ 
gether and adjust interrupter or clean interrup¬ 
ter points, look for a loose wire or strand of wire 
short circuiting. If everything else, including 
carburetion is apparently o. k. and engine runs 
on coil and battery, but misses on magneto, then 
the trouble is likely due to weak magnets or 
punctured or short circuited insulation. 


Contact breaker: points worn; points too 
close or too far apart; weak spring—see 
page 304. 

Assembly: gear bearing wrnrn or dry; arma¬ 
ture rubbing on pole pieces and end play in 
armature, due to loose screws in drmature 
head or worn bearings. 

Procedure of Diagnosis. 

If missing continues to occur and the cause 
cannot be located, then begin the diagnosis 
as follows; being sure that the 


Before deciding it is the magneto wind¬ 
ing giving the trouble, be sure magnets are 
strong—see test below, and test magneto, 
per pages 303, 30 2. 

To Test Magneto on Engine. 

First test which cylinders are missing, per 
figs. 1, 2, page 237. If missing in all, then 
trouble is likely in magneto or carburetion. 
If in one regularly, then likely due to spark 
plug or wiring. 


(1) Spark plug gaps are correct—about 
.020 to .031 inch gap. 

(2) Magnets are not weak. 

(3) Interrupter points are clean and cor¬ 
rect distance apart—about y G 4 inch, see 
page 304. 

(4) All connections are tight from mag¬ 
neto and switch. 

(5) Magneto is properly set. 

( 6 ) Carburetor adjustment is correct. 

(7) Armature is in perfect alignment—see 
page 30 2. 

( 8 ) Determine if missing occurs when run¬ 
ning slow, or fast. 

Magneto 

Attaching magneto to engine: A good plan for 
attaching is shown in fig. 1 (upper illustration), 
chart 147. The base, however, should be brass, 
or other non-magnetic metal, unless the magneto 
itself is provided with a brass or aluminum base. 

Magnetos are usually coupled to the shaft which 
drives it, in this case it is an easy matter to 
loosen the coupling and reset it. If, however, 
a coupling is not provided, then it will be neces¬ 
sary to remove the gear case cover and set by 
meshing the drive gear. A good type of coupling 
is shown in fig. 3 (upper illustration), chart 
147. Another type is known as a flexible mag¬ 
neto coupling, this type permits the magneto be¬ 
ing slightly out of line. 

j-Remagnetizing Magnets. 

This subject is dealt with in chart 148. 

To test if magnets need recharging. A good 
way to test, is to place a steel bar or pliers across 
the bottoms or the sides of the magnets on the 
magneto. If they pull fairly strong, you may 
know that they are in fairly good condition, and 
you can ascertain whether or not they are pulling 
fairly strong by testing some other magneto which 
you knew is all right. In doing this, however, 
turn armature so points are just separating. 

♦See index for “testing coils with a test light," 

fA. L. Dyke, St. Louis is prepared to re-magnetize 


Run engine slowly, advance and retard 
spark, note if missing, then speed engine up 
and advance and retard and notice if miss¬ 
ing, thereby determining if missing is on 
low or high speed—then see page 2 98. 

If engine is running and spark jumps % 
of an inch and is blue and has volume and 
spreads when blowing on it, then it is not 
likely that magneto winding is defective. 
If it will not jump this far regularly and 
is thin and yellow and cause not elsewhere, 
then test armature winding, per page 304. 

**Note: Magneto could continue to give a weak 
spark, even though winding was defective, as only 
part of the winding may be cut out. 

Repairs. 

Another method is to turn over the armature 
of the magneto by hand as shown below, and 

when the armature gets to 
a certain position resistance 
will be felt. This resistance 
is due to the breaking of the 
lines of force by the armature. 
Since weak magnets produce a 
weak field little resistance will 
be felt. The magnitude of 
the resistance will ndt be 
known to the repairman unless 
he has tried previously to 
turn the armature when the 
magnets were in good condi¬ 
tion or unless he trys another 
magneto and compares the re¬ 
sults. 

Another test is to test the 
magnet’s capacity of lifting 15 
lbs. as shown. On small mag¬ 
nets 10 lbs. would suffice. 

A good plan is to test the 
ability to lift of a new magnet 
of the same size, etc., and compare the results 
with those of the one just charged, or which you 
know is charged. 

also pages 302. 304, 234; “testing coils.” 

and repair coils and magnetos. **See page 302. 


















302 


DYKE’S INSTRUCTION NUMBER TWENTY-THREE. 




Fig. 4.—When a coupling 
la provided for the magneto 
to the driving Bhaft, it is 
a simple matter to set the 
magneto by uncoupling the 
coupling, otherwise the 
gears must be de-meshed. 

The modern coupling is one 
with leather between—see 
page 812. 



Fiq. 2—A battery, switch and teat wire* 
•re all that are necessary to test a coll 


Fitting Magneto. 

Fig. 1.—One method of 
fitting a magneto to engine 
frame is by means of pins, 
and is held down on its 
base by a strap of metal 
passing over the magneto— 
this is a favorite method. 
The band is usually in two 
sections, as illustrated in 
fig. 1 (above), thus bring¬ 
ing the nut (A), which 

Fig. 2.—A special tool for remoying ^iiri tightens OT lOOSCnS thS 

fj-sa &T 4 r ' mov "“ m “' uct “ ***" °* band at a point which ia 

easily gotten at. In other 
instances, however, the magneto is bolted direct 
to its base and since the nuts are below, it is 
almost impossible to remove the magneto after 
the engine has been placed in the chassis. It 
might also be worth mentioning, at this point, that 
, , , or,., some magnetos are strapped down on iron or 

start to magnoto The otdimra used h.* spi.tdorf gteel brackets and no precaution taken to see 
that brass or non-magnetic fittings are used at the point (A) where the 
tightening bolts joined the straps. A little thought will show that, as 

illustrated, a portion of the lines of force will return by way of the bolts 

and base instead of through the armature. Although the effect of this may 
not be noticed at ordinary speeds, it will have much to do with determin¬ 
ing the lowest speed at which a good spark is produced. Magnetos there¬ 

fore must have brass or aluminum base. 

Testing a High Tension Coil. 

Connect the low-tension circuit of the coil with a new battery of the same 
size as is used on the car, and provide a spark gap of suitable size on the 
high-tension side. 

For 60 lb. compression the gap should be Yl in. in the atmosphere and 

for 90 lb., Yz in. Fig. 2 (below), shows the conventional arrangement 

which may be used when the coil is not on the magneto armature. 

The low-tension circuit is closed and then quickly opened, and if the coil 
is in good condition a spark should occur at the high- 
tension gap, fig. 2, also see pages 234 and 236. 

There is no necessity of removing the coil box from 
the car to do this work if the test wires are long enough 
to be attached with the coil in place. 

Unless the internal wiring of the coil is known, some 
experimenting will be required in order to connect up 
with the right terminal. Probably the simplest method 
of procedure is to note the terminals to which the low 
and high-tension wires are attached, and attach the test 
wires accordingly. 


Testing a Magneto. 

•♦Testing high tension magneto; oil magneto; connect distributor wires to spark plugs and set points 
Sie" gap; then run magneto 40 min. at 1,500 r. p. m. with interrupter full advanced and 10 min. at 3,600 
r. p. m. full advance, and 10 min. 150 r. p. m. noting that it runs equally well during last run in either 
advanced or retarded position. 

During the runs the contact points should not spark or flame excessively. There should be no ex¬ 
cessive noise or stray sparks about magneto. The * safety gap in magneto should be and should not 

spark at any of the above speeds if spark plug gaps are not over %g" during the test. The spark should 

jump the safety gap when armature revolves 60 r. p. m. with spark plug or distributor wires removed. 

One method of driving a magneto on a test is by an electric motor, per page 304. Another method is shown 
in fig. 5. When testing magneto or coil, run until heated up. 

Be careful the armature Is in perfect alignment. If a ball is broken the armature shaft will be out of 

line and permit armature to rub against pole piece, 
or armature heads may become loose, or drive shaft 
may be worn unduly on one end of armature by the 
Piston at half gear driving it meshing too tight, 

stroke position 


How Poor Compression Weakens 
Magneto Magnets. 

If engine has good compression piston will atop 
on quarter and not dead center. Result, free path 
for magnetic lines of force forming virtually a 
complete magnetic circuit per fig. 1. 

If engine has poor compression, even in one cyl¬ 
inder, the piston will stop on dead center. Result, 
the path for the magnetic lines from one pole piec« 
to the other is very poor and consequent result is 
the same as when a horse shoe magnet is allowed 
to lay around without its keeper—the magnets will 
gradually lose their magnetism, (from Motor World, 
by Thurston W. Turner.) 

One Reason Why a Magneto Fails to Spark at Times. 

A high tension magneto secondary winding insulation in time, may become hardened and leaky from 
beat, caused by strain of running with too wide a spark plug and safety gap. 

A wide open throttle increases compression and plug gap offers resistance which increases voltage in 
winding, with result spark jumps the insulation internally instead of plug gap. 

When running on a level with almost closed throttle, compression is less, result, spark although weak 
may jump plug gap. This accounts for reason why a magneto armature may require rewinding, yet produce 
spark at times—see also page 275. 



Left, position of magneto armature with piston of engine at mid¬ 
stroke showing free path for magnetic lines of force between poles 
of magnet. Right, position of magnetic armature unth piston at upper 
dead center showing restricted path of lines of force through armature 


CHART NO. 147—Attaching Magneto to Engine. Couplings. Testing. 

A coil tester consisting of meter and switch and instructions for testing coils can be secured of A. L. Dyke, Pub., 
St. Louis, Mo., price seven dollars. *See pages 273, 275, 299 for safety-gap principle. **See also pages 301, 304’. 





























































































































MAGNETO REPAIRS. 


303 


S Fi* 17 

6f o~jo[ 


p GBOOVED PULLEY 

” “ FOR MAONETO DRIVE 



—E—E—g gj p‘ p ' 


Adjustable screws 
Brass 



Secondary wires 

cA-d 18 


Magneto Testing Apparatus. 

When considerable testing is done, a countershaft with pul¬ 
leys, and used in connection with a Ye h. p. electric motor 
can be used to run the magneto at various speeds to test the 
length of gap and volume of spark at various speeds—see fig. 17. 

An adjustable gap arrangement can easily be made as per 
fig. 18 Note the length of the gap can be adjusted. 

To test magneto, place it in the vise. Connect secondary 
terminals to the stationary points P. Place a grooved pulley 
on the taper shaft of magneto and connect it with grooved 
pulley G on the second counter shaft by means of a round 
belt. Then run magneto and test as per page 302 and 304. 

If the spark does not test out satisfactorily then disassemble 
magneto and test armature and condenser per page 304, 303. 

To Test Condenser. 

All high tension magnetos and high tension coils are provided with 

condensers, as explained on pages 273 and 228. 

A condenser usually consists of 161 layers of mica insulation ma¬ 
terial, between which sheets of tin-foil are laid so that each layer 
of tin-foil is electrically insulated from its neighbor—see page 228. 
In some coil condensers the paraffined paper is used instead of mica 
which is not as efficient. 

Condensers can be removed, but it is usually necessary to unsolder 
the primary armature winding connections to one of its terminals, the 
other condenser terminal being grounded to the armature frame’ per 
fig. 1, page 268. 

Usual troubles are due to the sheets of tin-foil becoming grounded, 
or one of the connections open. Indication of a defective condenser 
is excessive sparking at the contact-breaker points which become 
pitted white. 

^.° ^ es ^ : Use 110 volt direct current with one or two lamps connected as shown in fig. 22. If 
r J th* 1S insulated and not grounded, the lamp will not light when switch is closed. If it does 

lg t, tnen condenser is grounded and if ground cannot be removed, a new condenser is necessary. 

* 6S j * s P e . r use a 30 volt range volt meter and connect as shown (and page 414). If 

denser is good, no indication will be obtained. If it is grounded, an indication will be obtained. 




Magneto 

Magnets Made of Steel. 

The magnets used on both low and high tension 
machines are of special tungsten steel made as 
hard as it is possible to obtain them, so hard that 
a sharp file cannot make any impression on the 

metal. Much depends on the class of steel used— 
a special grade known as magnet steel is now being 
adopted. The retention of magnetism by steel is a 
very curious and interesting property. It resides 
only on the surface of the steel, and it is found 
that a much stronger magnet is obtained, weight 
for weight, by making it in sections, one placed 
over the other, than in using a massive single mag 
net. Magnetos have two magnets placed side by 
side; some have a single large magnet—they were 
formerly two—superimposed. 

Soft steel is easier to magnetize than hard steel, 
but the former loses it quickly if submitted to 

vibration. The hard steel magnet loses its mag¬ 
netism very slowly, although the magneto has, as 
a matter of course, to withstand much vibration 
from the engine, etc. 

Weak Magnets. 

After magneto has been in use for approximately 
two years, the magnets may have become weakened. 
The length of time a magneto retains its magnetism 
is governed by the quality of steel used in the mag¬ 
nets and also, to reason explained bottom of page 
302, see also page 301. 

Misfiring will be the result of weak magnets. 
There are other conditions however, to determine 
before blaming the magnets, for instance the miss¬ 
ing may occur from spark plug points not being 
set equal distances apart. 

The best remedy for trouble from this source is 
obtained by having magnets of the magneto re¬ 
charged; but temporary relief often may be ob¬ 
tained by adjusting the points of the spark plugs 
so that all are brought a little closer together; 
and all equally distant apart; that is, the gap be¬ 
tween the points should be the same on all plugs. 
If the gaps are not all the same, then the plug with 
the widest gap generally will be the first to mis¬ 
fire, as a result of weak magnets. 

When running a car slowly on the high-speed 
gear, the engine may be turning over so slowly 
that the magneto will not generate the required 
current and misfiring accompanied by a jerky action 
of the car will take place. When this occurs, one 
should either shift to a lower gear, or switch over 



compass 

W 

Fig. 3 — Finding 
polarity of a mag 
net with a com 
pass. 


Magnets. 

onto the battery. The better plan is to shift to 
the lower gear, if in congested traffic when the car 
speed cannot be increased; for by so doing one 
speeds up the engine and magneto; more current is 
generated, a hotter spark and missing eliminated. 

*Remagnetizing Magnets. 

In charging by the use of an electro-magnet, 

one of which is shown at D (below), unlike poles 
must be placed together. That is, the north or N 
pole of the magnet should be in contact with the 
S or south pole of the electro magnet and the south 
pole of the magnet with the north of the charging 
device. The electro-magnet has polarity because 
the fields are wound in opposite directions. It is 
determined easily whether the magnet is in its 
proper position even if the poles are not marked. 
Since like poles repel and unlike attract each other, 
when the magnet is placed in contact with the elec¬ 
tro-magnet cores they should hold fast. If there is 
a repulsion then the magnet should be reversed. 

After charging has been completed and the mag¬ 
nets are assembled onto the magneto it is neces¬ 
sary that like poles be in contact. That is, if the 
magneto has three magnets the north poles of these 
must be in contact as shown in fig. 2. Often soms 
figure is painted upon the magnets, such as is shown, 
and when this figure is made by the assembly of the 
magnets the poles are properly facing. It is best 
then to determine the proper polarity by the attrac¬ 
tion and repulsion methods; like poles repel each 
other and unlike poles attract each other. 

Another method to find N & S pole: S pole of 
magnet will attract N pole of compass, spe fig. 8. 

Keeper: When magnets are disassembled, place 
an iron bar (called the “keeper”) across ends to 
retain magnetism. This should be done instantly 
on removing magnets, or after remagnetizing. 

magnet 

Tig 
3 


CHART NO. 148—Condenser Tests. Magneto Magnets. 

*A good magnet re-magnetizer to operate from a 6 or 12 volt battery or dry cells, price $7.50, can be secured of 
A. L. Dyke, Pub., St. Louis, Mo. An attachment to recharge Ford magnets, one dollar extra. 





































































































304 


DYKE’S INSTRUCTION NUMBER TWENTY-TIIREE. 


Testing The Magneto on The Bench. 


It is not advisable to take the magneto apart un¬ 
less you know it is defective. Before taking apart 
read pages 301 and 303 carefully. 

To Disassemble the Magneto. 

Remove interrupter, distributor block, gear hous¬ 
ing, magneto and bearings. This will leave arma¬ 
ture tis shown in fig. 27. Be sure and place a 
“keeper” on the magnets the instant they are re¬ 
moved, per page 303. 

To Test Complete Armature. 

**Use a 6 volt battery and test points as shown in 
fig. 27. Connect one test point with primary lead 
and the other test point (T). touch to armature core 
at (0) for instant. The current then travels through 
primary winding and condenser, and is induced into 
secondary winding. 


collector 
ring - 



If secondary is o. k., 

then on touching test 
point (T) to armature 
core, fig. 28, the spark 
will jump the % inch 
gap. 

If secondary is short 
circuited, the secondary 
spark on this test, will 
arc from secondary wind- 
to armature core, but 
will not jump the gap. 



If secondary is open, a spark could occur, as it 
could jump the open gap internally, but it would be 
weak. 

To actually tell if a secondary winding is open, 
about the only plan is to put a very low reading 

sensitive voltmeter, con¬ 
nected with a 6 volt stor¬ 
age battery across the 
winding per fig. 29. If cir¬ 
cuit is open, meter needle 
will not move at all. If it 
moves at all, then this cir¬ 
cuit is o. k. 


8 gap 


Battery 



If a spark occurs at the test point, and at the 
same time it jumps the secondary gap of % inch, 
then we know the armature has tested out o. lc. 

f 

If there is no spark at all, then we know that 
there is an open circuit in the primary winding. 

If there is a heavy spark at the test point when 
touching core, then there is a short circuit in the 
condenser or primary winding and it is necessary to 
disassemble armature. This of course, would mean 
a dead short circuit on the battery. 

To Disassemble Armature. 

Remove screws, armature heads, collector spool, 
etc., as shown in fig. 22. 

To Test Secondary Winding 

*A single wound primary coil with a vibrator and 
condenser fitted internally can be used for this test. 
A *Pfanstiehl coil, is excellent for this purpose, or 
a Heinze coil unit as used on a Model N Ford, with 
the secondary winding short circuited, could also 
be used. 

Only the primary winding in connection with the 
vibrator is necessary, as the secondary winding on 
armature is used instead, hence reason for short¬ 
ing the secondary terminals. 


Note: Never run current 
through armature when 
magnets are on the mag¬ 
neto, it may be run through 
in wrong direction and tend to demagnetize them. 

Magneto Spark Plug Gap. 

.020 to .031" (see foot note, page 275), is cor¬ 
rect gap. If too wide, starting will be hard and 
there is a liability of breaking down the high ten¬ 
sion insulation of winding. If too close, they are 
more likely to become shorted, due to carbon col¬ 
lecting on gap points. 

Compression of an engine determines type of 
magneto to be used. For instance if magneto is 
used on a high compression engine, then points 
must be closer than on a low compression engine. 
If, however, the magneto is made of sufficient ca¬ 
pacity for the high compression engine, then the 
gap could be normal, or .025"—see page 275. 

Contact Breaker. 

Usual troubles are dirty points; platinum worn 
off; arcing at points; gap too far apart or not far 
enough; points not genuine platinum. 

To test platinum points, use nitric acid, if it eats 
the points, they are not genuine platinum. The 
best test is to use a jeweler’s stone test (ask any 
jeweler). Platinum, or platinum-iridium is gener¬ 
ally used for points on magnetos and Tungsten 
(which is very hard), for points on battery and 
coil system interrupters. See also page 234. 


Disassembly and Ass«mbly of the Berling Magneto. 

Fig. 22 shows how the parts of the armature on the type E and F Berling magneto disassembled. The 
interrupter which was first removed and the magnets, distributor, etc., are not shown. On most mag¬ 
netos there is but 




/ 


P 


Washer 


{THS5B 



inm 

-/ 


Term’l Plate 

j Bushing Insulation (£_ 



\ 


Condenser ij 



■N 






sprcrtS Fig. 22 





Armature Head 


Wound Armature Core 


Fig 23 Fig 2+ 



J ^ 

Armature Head 
IFW'JWT 

Ill 


Collector 
Spool 


L 




n! 


Secondarj 
.d 


Y 

Ball Cage 
and Race 


Condenser 



one primary con¬ 
nection to the con¬ 
denser, the other 
primary terminal be¬ 
ing grounded, also 
one terminal of the 
condenser. Here 
primary leads are 
connected to condenser and 
one terminal of condenser 
is grounded which gives the 
same results. The primary 
leads are soldered to con¬ 
denser. 

Fig. 21 shows armature 
parts being assembled. 

Figs. 23 and 24; sec¬ 
tional and top view of 
completed armature. 


Spool 8pring 
Washer 


CHART NO. 149—Magneto Tests. Armature Disassembly. 

♦This coil can be supplied by A. L. Dyke (Elect. Dept.), Granite Bldg., St. Louis—price $7.50. 
•^Secondary is grounded. On some magnetos it connectsto two collector rings. 































































































































































IGNITION TIMING. 


305 


INSTRUCTION No. 24. 


" IGNITION TIMING: Advance and Retard of Spark. Relation 
of Time of Spark to Combustion. Relation of Spark to Speed. 
Relation Between Piston, Armature, Interrupter and Distrib¬ 
utor. Setting the Time of Spark. Pointers in connection 
with Setting of Magneto. Setting Time of Spark of Vibrator 
Coil System. Setting Time of Spark on Engines of Leading 
Cars. Spark Control and Overheating. Finding Position of 
Piston. Conversion Table; degrees to inches. 


Since in regular operation of the engine 
the charge is ignited just an instant be¬ 
fore the top of the compression stroke, the 
magneto armature is so set relative to the 
engine crank shaft that the maximum in¬ 
duction effect occurs at this moment. 

It is, however, necessary to be able to 
vary the point in the cycle at. .which the 
ignition occurs, since, when the engine is 

**Meaning of “Advance” 

The meaning of “advance” of spark; to 
cause the spark to occur earlier, before pis¬ 
ton is on top of compression stroke. 

The meaning of “retard” of spark; to 
cause spark to occur later. On engines 
that are cranked by hand, the spark is 
usually set “retarded” after top, so that 
there will be no danger of a kick back. 

The exact position to “advance” or 
“retard” is determined by running as far 
“advanced” as possible at all times until 
a knock is detected, and then “retard” 
until the knock disappears. The driver will 
then soon learn the exact position where 
engine gives the greatest power. Remember 
als^o, that a retarded spark heats up the en¬ 
gine, see page 69 and 319. 

Control of Spark. 

Principle. As the spark occurs only when 
the primary circuit is broken by the open¬ 
ing of the platinum contacts, the timing of 
the spark can, therefore, be controlled, by 
having these platinum contacts open sooner 
or later. This latter is accomplished by 
the angular movement of the timing lever. 
This movement gives a timing range 
of about 35 degrees. The spark is fully 
retarded when the timing lever is pushed 
as far as possible in the direction of ro- 


cranked by hand, the spark must occur 
after the end of the compression stroke, or 
else the engine may kick back. 

If started by some form of self-starter 
it is then possible to start with slightly 
more advance than when starting by hand, 
because the self-starter turns the engine 
crank faster. 

and “Retard” of Spark. 

ration of the armature and is advanced 
when pushed in the opposite direction. 

Magneto spark control. In order to make 
it possible to vary the time of the spark 
on a magneto, the circuit breaker housing 
(F, by means of lever L, chart 130, also fig. 
3, chart 150) is so arranged that it can be 
rocked around its axis, being provided with 
a lever arm for the purpose, from which 
connection can be made to a spark lever on 
the steering post- 

it will readily be understood that if the 
armature shaft turns right-handedly, and 
if then the eircuit breaker housing is moved 
through a certain angle in a right hand 
direction, the contact points A and B will 
separate later, with relation to the position 
of the engine crank shaft; while on the 
other hand, if the housing F is moved in 
a left hand direction the circuit breaker 
point will open earlier. In this way th« 
point at which the spark occurs can be 
shifted through an angle of about 35 de¬ 
grees. 

Coil and battery system control: On the 
Deleo and Atwater-Kent or similar systems; 
the advance and retard is obtained by shift¬ 
ing the housing surrounding the timer and 
distributor and also by governor action 
(see charts 117 and 14 3.) 


Spark Control Methods. 


There are three general principles used 
for control of spark: (1) by hand, to vary 
the spark position, which would be termed 
“variable spark;” (2) by a governor, which 
would also vary the spark according to the 


speed; (3) a fixed spark. 

(1) By hand means the spark lever on 
the steering post shifts the commutator or 
interrupter, (see pages 222, 248, 66.) 


★ For ignition systems, firing orders, valve timing, etc. of motorcycle engines— see Dyke’s Motor Manual 
**Also seo pages 61 and 68. 


306 


DYKE’S INSTRUCTION NUMBER TWENTY-POUR, 


Six Cylinder Magneto Speed. 

Fig. 1 . Note when piston makes a full 
stroke, or when crank-sliaft travels 180* or 
M> of a revolution, armature would turn % of 
a revolution or 270* (A to B). 



Therefore if crank pin made 1 complete 
revolution, the armature would make twice •% 
or 1M> revolutions. During this 1% revolu¬ 
tions it would have made 3 impulses. 

When the engine crank, makes another 
revolution, then the magneto armature would 
have made iy> revolutions more, or 3 revolu¬ 
tions to 2 of the crank, therefore, it would 
make 6 sparks during the 3 revolutions of 
armature, or 2 revolutions of the crank-shaft. 
Therefore the armature is geared to run 1% 
times as fast as the crank-shaft. 

The six cylinder engine crank must make 
2 revolutions to complete its four cycle opera¬ 
tion, therefore it would require 6 sparks dur¬ 
ing its 2 revolutions (720°). 

The distributor, however, having the 6 
plug connections to make during 1 revolution 
of its rotating brush (B), would have to be 
geared so it would make a connection every 
60*, or l/6th of a revolution. For instance: 

If crank traveled V 2 of a revolution, or 180°, 
the distributor would travel 90°, or % revolu¬ 
tion. 

If crank traveled 1 revolution, or 360°, 
distributor would travel 180°, or % revolution- 

If crank traveled 2 revolutions, or 720°, 
distributor would travel 360° or 1 revolution. 

If one of the cylinders fired every 120°, 
or Y 3 of a revolution, (there being 6 cylinders 
to fire during 2 revolutions, or 720° travel of 
crank) then we would need 6 sparks or im¬ 
pulses during 720° travel of crank. 

Distributor being geared one-half the speed 
of the crank-sliaft, the segments would be 
placed 60° apart, therefore, when crank 
traveled 120° and required a spark, distribu¬ 
tor brush (B) would travel 60°. There being 
6 segments 60° apart this would give 6 sparks 
or impulses during 2 revolutions, or 720° 
travel of the crank, or 1 revolution, or 360° 
travel of the distributor brush (B). See also, 
pages 308, 309. 


Four Cylinder Magneto Speed. 

Fig. 2. Note if crank of engine travels 
180°, armature also travels 180°. Both travel 
at the same speed. 



The four cylinder engine requires four 
sparks during two revolutions of the crank. 
The armature gives two sparks or impulses 
every revolution, therefore traveling at the 
same speed as the engine crank it will give 
four sparks during two revolutions. 

The distributor would be geared one-half 
the speed. Every time the crank shaft moved 
180°, or revolution, distributor brush would 
move 90° or % revolution. 

The distributor always runs one-half the speed 
of the crank-shaft on all four-cycle engines. See 
also, pages 294, 295, 298, 308. 


Clockwise and Anti-Clockwise 
Rotation of Magneto. 

The illustrations show the cam and distributor 
as viewed from the front, or interrupter or distribu¬ 
tor end. The rule is to view magneto from rear or 

drive-shaft end—and thus speak of it as “Clock¬ 
wise” or “Anti-clockwise”—see pages 316, 296. 



Fig. 3. Illustration showing circuit-breaker in 
“advanced” position when magneto armature is 
running “Anti-clockwise”. 

Fig. 4. Illustration showing circuit-breaker In 
‘advanced position” when magneto armature is 
running “Clockwise”. 


CHART NO. 150—-Explanation of Speed Relation between Crank Shaft of Engine, Magneto Arma 

ture and Distributor- Six and Four Cylinder Type of Magneto as an Example. 



































































IGNITION TIMING. 


307 


If a magneto is used, the housing which 
the interrupter arm is placed on, is shifted 
in opposite direction of rotation to arma¬ 
ture to “advance,” or cause the spark to 
occur earlier, or, in the direction of rota¬ 
tion to cause the spark to occur later— 
chart 150. 

When the spark is advanced or retarded 
by hand, it is left to the good judgment 
of the driver to manipulate the spark lever; 
except where the system is equipped with 
an “automatic” advance. 

(3) *The automatic advance is probably 
the most satisfactory with battery and coil 
system of ignition, because the spark occurs 
just at the right time automatically, and 
there is no guessing as to just how far to 
advance or retard at various speeds, see 
pages 249 and 246. 

(3) The fixed spark is sometimes used 
with a high tension magneto, which means, 
the time of spark is fixed at one position, 
usually advanced, and the contact breaker, 
breaks at one position regardless of speed. 
This system has not proven very satisfac¬ 
tory on engines where speed varies, but 
would be satisfactory if the. speed of en¬ 
gine was constant and did not vary. The 
objection, however, would be in starting— 
liability of a kick—for the spark would 
necessarily be placed advanced for proper 
running, (see page 311.) 


The disadvantage in one instance; sup¬ 
pose the car was running up hill, the charge 
of gas would be heavy and throttle would 
be open, consequently a high compression. 
If the spark was advanced, which it usually 
is with a fixed spark, the spark would oc¬ 
cur at such a time that the combustion 
would take place before piston reached the 
top, because piston would be moving slow 
at ten miles an hour; the result would be, 
the force would be exerted on the head of 
piston causing the momentum of piston to 
buck against the force of the combustion, 
which would invariably cause a knock and 
loss of power. 

A remedy, but one that is not efficient, 
would be to cause the combustion to take 
place later, say on top or after top of com¬ 
pression. We could not do this by shift¬ 
ing the time of spark, therefore, about the 
only resource would be to enrich the mix¬ 
ture, by partly closing the air intake* on 
carburetor. This would cause more gaso¬ 
line to be taken in and the “rich” mix¬ 
ture would be slower to combust, and the 
effect would be the same as retarding the 
spark. 

Where cars are equipped with a “fixed” 
spark, a rod could be fitted to the air valve 
lever to the dash. The fixed spark, how¬ 
ever, is not at all advisable on variable 
speed engines. 


**Relation Between the Time of Spark and Time of Combustion. 


The combustion should take place as the 
piston is on top of the compression stroke, 
(fig. 2), because at that point the gas 
drawn into the cylinder has been forced 
up into the head of the cylinder and is at 
the point of greatest compression—hence 
more force exerted on the head of the pis¬ 
ton when the explosion occurs. 

If it occurs after the piston has started 
down, the compression it not as great. If 
it occurs before the piston reaches the top 
of the compression stroke, it is not as 
great. If running slow, the explosion oc¬ 



curring before the top of the stroke, th« 
force will be exerted against the pistons 
travel, and will cause knock and loss of 
power. 

An example: Fig. 1—Note the piston 
is going up on compression stroke, push¬ 
ing or compressing the gas (which was 
drawn in at the previous suction stroke), 
into the head of cylinder. At the point 
piston is now, the gas is not very tightly 
compressed. 

Fig. 2—The piston has now reached the 
top of compression stroke and the gaa is 
packed tight into the head of cylinder. 
It is clear that if the combustion took place 
at this time—the force against the piston 
would be greater than if the combustion did 
not take place until piston had passed over 
the top and was on the way down, as in 
fig. 3. 

Also observe that if the combustion took 
place before the piston reached the top 
of the compression stroke, as in fig. 1, 
especially if running slow, the power would 
be exerted on the up coming piston’s mo¬ 
mentum and not only cause a falling off 
of power, but a knock would occur, caused 
by the sudden reverse force. 

Remember, the momentum of the fly wheel 
carries the piston up and down on the other 
three of the four strokes. 


and 


*Note—This automatic spark control takes 
249. **See also, page 277, “advantage 


into account variations in speed 
of having two spark plugs." 


only. 


See pages 246 















































308 


DYKE’S INSTRUCTION NUMBER TWENTY-FOUR. 


Time for the Spark to Occur. 

There is a difference in time, between the 
time the “spark” is made at the spark 
plug, and the time the “combustion” of 
the gas actually takes place. If combustion 
took place immediately that the contact 
was made or broken, then the proper time 
to set the spark to occur would be on top 
of the compression stroke. 

But as stated, there is a slight difference 
in time allowed for the gas to burst into 
full explosion after spark occurs; but as 
we desire that full explosion occur at the 
highest point of compression, we will fig¬ 
ure out just how we can make the combus¬ 
tion take place at the highest point of com¬ 
pression. 

♦First: We must figure out how far in 
advance of the top of the compression 
stroke the spark must be set to occur, in 
order to have combustion take place on 
top of the compression stroke. 

There are two main points to be consid' 
ered; the system of ignition being one; if 
a coil and vibrator system is used, then it 
is natural to suppose that the time con¬ 
sumed in making contact on the commu¬ 
tator and the time of action of the vibra¬ 
tor, will consume more time than a single 
contact, as in a magneto or single spark 
system. Therefore if a vibrator coil sys¬ 
tem is used, we would have to set the spark 
to occur a longer time before the top of the 
compression stroke, than if a quicker single 
spark system of ignition was used. 

The second consideration is speed; if the 
piston was traveling slow, the spark would 
be set (retarded) to occur later or nearer 
the top of compression stroke—than if en¬ 
gine was running fast. 

tSpeed Relation to Time of Spark. 

Suppose engine was running 500 revolu¬ 
tions per minute. Taking (X), fig. 3, as 
top of compression stroke; the distance to 
set spark would be, say at (Y), in order to 
give the combustion time to take place 
when piston was on top of compression 
stroke. 

Now if the spark was fixed to occur at 
(Y) (fig. 3), and speed was increased to 
1000 revolutions per minute, then the pis¬ 
ton would go to the top of compression 
stroke at (X), (fig. 4), and pass over it 
and down to (Y), on the other side or 
down in power stroke, before the process 



of combustion was completed. The result 
would be a loss of power during the pis¬ 
tons down travel between the points (X) 
and (Y) (fig. 4), the full force of the ex¬ 
plosion not being exerted on the piston 
until the latter point (Y) was reached. 

To increase this, it will be necessary to 
recalculate the piston speed at 1,000 r. p. 
m. and set the spark at a point say, (Z), 
fig. 2, which will allow of complete com¬ 
bustion by the time the piston reaches 
the top of compression stroke (X). 

Setting the time of spark to occur be¬ 
fore the top of compression stroke, is called 
advancing the spark. 

In setting a magneto—the usual extreme 
range of advance on a magneto is 22 to 35°, 
therefore if you wanted to set the spark to 
occur 35° at full advance position so that 
you could have spark occur 35° before 
top, when running at full speed—simply 
piece piston on top of compression stroke, 
set contact-breaker in “retard” position. 

If you only wanted 30° advance at full speed, 
place piston 5° past the top of compression stroke 
and set breaker box housing at full retard. 


♦♦Speed Relation between Crank Shaft of Engine and Cam Shaft. Also Armature of 

Magneto and Distributor. 


On a four cylinder, four-cycle engine, 
crank-shaft turns two revolutions (or 720 
degrees) to complete its four-cycle operation, 
explained on page 58: cam-shaft turns 1 
revolution; magneto armature turns 2 revo¬ 
lutions; magneto distributor brush, 1 revolu¬ 
tion (see pages 294, 306). 

Four sparks are necessary during the 2 revolu¬ 
tions of crank-shaft, therefore, as magneto arma¬ 
ture turns 2 revolutions, same as crank-shaft, it 
produces 4 sparks, or a spark at every % revolu¬ 
tion. Distributor brush is geared to turn % the 
speed of magneto armature, therefore, it will turn 
1 revolution (360 degrees) to 2 revolutions of 
crank- shaft. As the 4 contact segments on dis¬ 
tributor are spaced 90 degrees apart, then 1 revo¬ 


lution of distributor brush will make 4 contacts, 
producing 4 sparks 90 degrees apart during 1 
revolution of distributor brush, or 180 degrees 
apart relative to crank shaft, or 4 sparks to 2 
revolutions of crank-shaft (see page 294 and fig. 2 
page 306). 

A two-point cam is used on magneto contact- 
breaker, which interrupts the primary circuit twice 
during each half revolution of armature. 

On a six-cylinder, four-cycle engine, crank 
turns 2 revolutions to complete the four¬ 
cycle operation, just the same as the four- 
cylinder engine. The cam-shaft also turns 
the same as the four-cylinder engine, that is, 
1 revolution to 2 of crank-shaft. 


*3ee page 311. tSee also page 319. **See also pages 294 and 306. 













































































IGNITION TIMING. 


309 


But six sparks are necessary during the two 
revolutions of the crank-shaft, because the crank 
■haft is divided into three pairs of throws (see 
page 122), each pair firing 120 degrees apart, or 
Vs of a circle. It is then necessary to gear mag¬ 
neto armature so it will turn 3 times to the crank¬ 
shaft 2, or 1 times to each revolution of crank¬ 
shaft. Armature produces 3 sparks during 1% 
rev., or 6 sparks during 3 revolutions (see page 
306, fig. 1). Distributor brush must turn 1 revo¬ 
lution to crank-shaft 2, therefore, if armature 
turns 3 times when crank shaft turns 2 times, 
then distributor is geared from armature shaft 
to turn 1 rev. when armature turns 3 rev., or 
V4 rev. when armature turns 1% rev. 


As the 6 contact segments on distributor are 
set 60 degrees apart, then 1 revolution of dis¬ 
tributor brush will make 6 contacts, producing 6 
sparks 60 degrees apart during 1 rev. of distribu¬ 
tor brush, or 120 degrees apart relative to crank¬ 
shaft. or 6 sparks to 2 rev. of crank-shaft (see 
pages 306 and 294). 

A single cylinder, four cycle engine requires 
only one spark every other revolution. The usual 
practice, therefore is to pass over one of the two 
“maximum” positions of the armature, simply by 
omitting one of the two cams, thus leaving primary 
winding short-circuited. Therefore as magneto is 
driven at cam shaft speed in this instance, a single 
spark is obtained. 


Relation Between Position of Armature To Contact-Breaker 
When Advanced or Retarded. 


Advanced position: Referring to (M), the 
armature cheek is just breaking from pole 
tip (e), in direction of rotation. This is the 
maximum position, or when current strength 
is strongest. At this time the contact-points 
(P), fig. 4, should separate. We learned this 
on pages 266, 267. 

The magneto is set at the factory with armature 
in maximum position (M) and the contact-breaker 
housing fig. 4, is placed in an advanced position. 
That is, it is moved opposite to direction of ro¬ 
tation of cam (c). The cam (c) is set so that it 
causes points (P) to separate when contact- 
breaker housing is in the advanced position. 




Tig. 4—Contact- Fig. 6—Contact- 

breaker advanced breaker retarded 


Retarded position: Suppose the contact- 
breaker housing is retarded, or moved with 
direction of cam rotation as far as it will 
go, fig. 6, (128 degrees is average range), 
then points (P) of contact-breaker would 
not separate until armature had traveled 
•further in the direction of rotation, approx¬ 
imately the position shown in (R), at which 
point the armature has passed the maximum 
position and where the current strength is 
weaker. By referring to pages 266 and 267, 
we learned that the current strength be¬ 
gins to weaken the nearer armature travels 
to zero position after maximum position. 

From the above explanation we learn that the 
spark is strongest at maximum position of arma¬ 


ture (M), with contact-breaker in advanced posi¬ 
tion (fig. 4)—and that spark is weaker when con¬ 
tact-breaker is in retarded position (fig. 6)—be 
cause armature has passed the maximum position. 

Let us see what happens when we follow 
out the magneto-setting given on page 310, 
which says: place piston on top of compres¬ 
sion stroke, place contact-breaker in re¬ 
tarded jmsiton, then turn armature in di¬ 
rection of rotation until contact-points just 
start to separate. 

This would place the armature in position 
(R), and contact-breaker in position, fig. 6 
—both retarded. In this position the spark 
would occur when piston was on top of the 
stroke—but we must remember that the 
combustion is not instantaneous, therefore 
allowing for this lag, then the spark would 
occur when piston had moved slightly down 
after top—which at slow speed is desirable, 
but a weaker position of armature for start¬ 
ing engine on. 

This is why spark plug points ought to set close 
together and why magnetos do not permit engine 
to throttle down as slow as a constant source of 
electric supply, such as a battery. The contact- 
breaker is usually retarded when engine is run¬ 
ning slow and magneto armature is turning over 
slow, for reason stated on page 308, therefore 
both actions tend to weaken the spark. Alway* 
run as far advanced on magneto ignition as pos¬ 
sible. 

**As the speed of engine increases; if con¬ 
tact-breaker was retarded and combustion 
was not instantaneous, as explained above, 
then the piston traveling fast, would move 
further down after top before spark oc¬ 
curred—therefore as we have a range of 28° 
which we can move contact-breaker hous¬ 
ing so that spark will occur earlier, we then 
advance the contact-breaker more and more 
as the speed of engine increases, so that 
spark will occur before top of compression, 
thereby giving the combustion time to take 
place, when piston was on top or just start¬ 
ing down. The more we advance the breaker, 
the nearer we reach maximum or strongest 
position of armature. Therefore the cur¬ 
rent strength is greatest at high speeds. 

When setting a magneto, the only point to con 
sider is if breaker housing is to be retarded or 
advanced when interruption tukes place and posi 
tion of piston. 


tThe average advance range of armature is 22° to 35°—many magnetos actually having but 22° or 28° 
in which breaker moves from full advance to full retard. The Bosch Co., state that the Bosch 4 cyl. 
•tandard average speed (less than 2000 r. p. m.), has a timing range of 35° figured on magneto axis. 
On a timer or commutator, it is possible to get as high as 48°. For instance the Atwater-Kent timer; 
the timer shaft will advance automatically about 15° at high speed and the housing itself can be ad¬ 
vanced about 33°—see page 248. **See also pages 308, 319. 

•About Vie in. break from cheek of armature to pole-piece (e) when advanced, is the average break. 
The distance at full retard, would be about 2 % 2 in. 

A 4 cylinder engine with a speed of 2000 or less, is termed average speed and gap between pole piece 
and armature check is Vic in. An engine with speed of 2000 to 3600 r. p. m. would be termed a high 
■peed engine and in this case the gap opening is increased to % 2 or in. 



















310 


DYKE’S INSTRUCTION NUMBER TWENTY-FOUR 


Setting the High Tension Magneto “Retarded On Top. 


(1) —Place No. 1 piston on top of compression 

stroke. To find compression stroke, see 
page 320. 

(2) —Uncouple magneto from its drive shaft 

(see page 302, fig. 4). If magneto can¬ 
not be uncoupled, then time from mag¬ 
neto gear and gear driving it, by taking 
them out of mesh. 

(3) —Retard the breaker box (also called in¬ 

terrupter) (F), by turning it in the di¬ 
rection of rotation of armature shaft, as 
far as it will go. 

(4) —Turn armature in direction of rotation 

until the distributor arm (DA) is on seg¬ 
ment (S) of No. 1 spark plug cable con¬ 
nection, then turn armature, one way or 
the other slightly; until interrupter arm 
(A), is just starting to separate the 
platinum point connection (P) with (K), 


which of course is caused by cam action 
as shown. In other words, just as the 
points start to separate, is the time to 
set the magneto. 

(5) —Couple magneto shaft, or mesh gears 

driving magneto at this point, being 
careful to not move either the armature 
or piston—(see page 312). 

(6) —Now see that wire cables from distribu¬ 

tor are properly connected, as explained 
on page 296. In this instance, by look¬ 
ing at the distributor connections and 
noting direction DA turns, the firing 
order would be 1, 3, 4, 2. 

The above setting is for retarded position of in¬ 
terrupter and piston on top—this setting would allow 
the spark to occur considerably before piston reach¬ 
ed top of stroke when interrupter was advanced, 
which is usually the case with high speed engines, 
and the average and usual setting. Exact settings 
cannot be given—see page 311. 


Setting Magneto “Retarded—After Top." 


If instruction said, place piston say, Vs inch 
down after center of compression stroke with break¬ 
er box retarded, then this would not permit advanc¬ 
ing spark so far ahead of stroke, and in some in¬ 
stances, this is done on slow speed engines and 
where very slow running or idling is desired, as 


SRftRK 
FIRES 1,3/42 


PI5T0N ON TOP CENTER 

OF COMPRESSION STROKE 
OF NO.I CVL. 


DISTRIBUTER ARM ON 
NO. 1 CYLINDER SEG- 

TO SPARK 
< - YL . PLUG 
CYL,3 


INTAKE & EXHAUST 
VALVES 
CLOSED 



truck and tractor engines. 

NOTE—The armature turns in opposite direction 
to distributor, therefore always note direction dis¬ 
tributor turns before connecting cables to plugs. To 
tell how an engine fires—see page 120. 

The breaker box (F) is sta¬ 
tionary. The arm (A) and (K) 
revolve with armature (fig. 1). 

Usually when viewing mag¬ 
neto from front of engine, the 
magneto would be facing in 
opposite direction—towards fly 
wheel, as the rear end of a 
magneto is usually driven from 
front of engine (see fig. 4, 
page 302 and page 312.) 

When breaker points are 
just breaking, the armature 
cheek, breaking from pole (fig. 
2, page 313) is in correct posi¬ 
tion, as it was set at factory. 
Likewise the speed of distribu¬ 
tor to armature. See top of 
page 301. 


4*-cxl hole 

COVER 


SIGHT 

HOLE 



INT.R. 


Fig. 1.—Diagram showing how a high tension 
magneto is usually timed; interrupter housing (F) 
is retarded and piston is placed on top center of 
compression stroke. 


Magneto Setting by 
Sight Hole. 

✓ Fig. 2. In some magnetos, 

otwt^Liit ZR Bosch for instance, the 

TA nnA, u magneto can be set by observ- 
TO OPEN ing sight hole _ 

Piston is placed to firing position, for full 
advance position. This point is determined 
by engine manufacturer. 

Armature is then rotated until fig. “I” 
can be seen in window in face of distribu¬ 
tor plate. Cover of oil well is then raised, 
and armature turned few degrees in one di¬ 
rection or other until red mark on one of 
the distributor gear teeth is brought into 
register with red marks on the side of the 
window. Magneto is then turned for full 
advance position, and gear or coupling is se¬ 
cured to armature shaft. See top of page 297. 


CHART NO. 150A—Setting the Time of Spark of a High Tension Magneto. 

See also pages 290 and 292. 










































































































IGNITION TIMING. 


311 


Setting Time of Spark of Magneto. 


There are three general positions of pis¬ 
ton, for setting the time for the spark to 
occur with the magneto: 

(a) Top of compression stroke. 

(b) After top of compression stroke. 

(c) Before top of compression stroke. 

A variable spark is where the breaker can 
be shifted to advance or retard the time of 
*park. 

A fixed spark is where the breaker (or in¬ 
terrupter) is set or fixed at one position and 
eannot be varied, (see page 307.) 

In setting a magneto of the fixed spark 
type, the instructions in reference to the 
moving of the breaker housing to the ex¬ 
treme advance or retard position are to be 
disregarded. The magneto should be set so 
that the spark occurs at the most advan¬ 
tageous point in the cylinder. This should 
be decided upon by the engine manufac¬ 
turer, but where such information is not 
available, the spark should occur at top- 
center. 

In setting a magneto of the variable 
spark type, one of three methods can be 
used: 


(a) —by setting the piston on top of compres¬ 
sion stroke and setting magneto breaker retarded. 
In this instance the most advantageous position 
of the piston for the spark to then occur, when 
breaker is fully advanced, is determined by how 
much advance the magneto is capable of giving. 
A high speed engine requires more advance than 
a slow speed engine. Magnetos vary from 22° to 
35° or more. However, this is the average and 
general setting as explained on page 310. This 
is termed “setting piston on top and ignition 
retarded.’ ’ 

(b) —Sometimes, on truck and tractor engines 
and others, the spark is made to occur, when pis¬ 
ton is down after compression stroke slightly— 
and breaker retarded. This would not permit 
advancing spark so far ahead of stroke—unless a 
magneto with a greater range was used, but this 
is done on slow speed engines and where very 
slow running or idling is desired. 

(c) —By setting the piston before top of com¬ 
pression stroke and advancing the breaker would 
be termed “setting ignition advanced.” The 
point to determine here, as to where to set the 
piston depends entirely upon where you wish 
spark to occur when breaker is fully retarded. 
For instance, suppose magneto range of advance 
was 35° and you wished spark to occur on top 
of compression stroke, simply set piston 35° 
before top, with magneto breaker full advanced. 
This would mean the same thing as setting piston 
on top with magneto retarded. 


How The Instructions For Setting a Magneto Vary. 


(l)-*-set by marks on fly wheel. Usually 
designated on fly wheel by a mark “C” or 
“P”, This mark is placed in line with 
a punch mark on cylinder which indicates 
that piston No. 1 is on compression stroke 
and the magneto is to be set advanced or 
retarded as instructions may be given, at 


this point. 

(2)—by inches; should the time for spark 
to occur be given in inches, for example; 
“time for spark to occur is full advanced 
position measured 3% inches on fly wheel, 
before upper dead center. ’ 1 


These are the instructions given to set the 
valves on the Simplex engine, which is 4% in. 
bore, 6 Yl in. stroke and 18% in. fly wheel. 


We would simply set spark lever or breaker 
on magneto at “full advance” position. Then 
turn fly wheel until the top center of compression 
stroke was reached—at this point a center mark 
on fly wheel is in line with a center mark on 
inspection hole. To have spark occur 3% inches, 
as measured on fly wheel, would mean to turn 
fly wheel back or before top of compression stroke 
until this center line was 3% inches away from 
center line on inspection hole. This would be 
the position for spark to occur. 

The armature of magneto would then be un¬ 
coupled, breaker advanced, and armature turned 
■lightly until points were just starting to sep¬ 
arate. The coupling would then be tightened 
This setting would cause spark to occur 21 de¬ 
grees before top of compression stroke, with 


breaker housing advanced. (I found the degrees 
by referring to table on page 115). 

(3) —by measurement of armature from 
pole piece, as per fig. 2, page 313, note (e), 
which is the distance the armature is to be 
set with piston on top and breaker points 
separating (see top of page 301). 

(4) —by sight hole, per fig. 2, page 310. 

(5) —by degrees; should the firing posi¬ 
tion be given in degrees, the movement of 
the piston, measured in inches correspond¬ 
ing with any given number of degrees of 
the crank shaft (where the relation of the 
crank shaft throw to the length of the con¬ 
necting rod is as *1:5.4) may be deter¬ 
mined by reference to diagram, page 314. 

Example: suppose you were instructed to set 
the spark 34° before top of compression stroke— 
“advanced,” on an engine with 5% inch stroke. 

(a) Turn to table on page 314; find 5% 
inches at bottom. Next find 34° to right. Fol¬ 
low instructions for finding result given in chart. 
The distance in inches to place piston would be 
midway between Yi and % of an inch from top. 

(b) With this information you would then 
proceed to place piston, say, within inch of 
top of compression stroke. 

(c) The interrupter housing would then be 
full advanced and armature turned in direction 
of rotation until the cam just started to separ¬ 
ate the interrupter points. 


Timing the Bosch Dual Magneto. 


This system is explained on pages 280 to 282. 
Note that there is a battery interrupter and a 
magneto interrupter (see fig. 6 A, page 281). Al¬ 
though both are in the same housing °n iront of 
magneto—but one setting; that of setting the 
magneto **interrupter is necessary. 

The battery interrupter is so arranged that it 
will then interrupt or break its circuit approx¬ 
imately 10 degrees later than the magneto inter¬ 
rupter; this feature gives the full timing range 
of the magneto. For instance; if timing lever is 
fully retarded and magneto interrupter set to 
break when piston is on top of compression stroke, 
the battery interrupter, with switch in battery 
position, would break slightly after top or• 10 1 d*‘- 
grees later. Therefore set the magneto interrupter 
Just the same as you would set the Bosch mde- 
o»*n*lent type of magneto. 


* 1 - 4.5 is a ratio equation and means (as 1 is 
in 4 % times longer than the crank throw. See 


Setting Bosch Independent Type. 

Place piston on top of compression stroke and 
interrupter retarded as explained on page 310. 

Magneto Drive Shaft. 

Is usually tapered, therefore the coupling 
Bhould be tapered to correspond. If driven by 
a gear, and teeth are meshed too tight, undue 
strain will result on bearings. 

Breaker and Spark Plug Points. 

Magneto points on dual system should be ad 
justed to open about 0.35 millimeters or slightly 
under ^4 inch, and interrupter points full 
inch. Spark plug points should have a gap of 
about Yu inch to .025. 


to 4 5 / 10 ) or in other words, the connecting rod 
foot note page 298. 


312 


DYKE’S INSTRUCTION NUMBER TWENTY-FOUR. 


i 


Example of Setting Time of Spark by Position of Piston. 

Engine used in this example is the Waukesha 4 cylinder truck and tractor engine, per 
pages 833 to 838, using a high tension magneto for ignition. 

In case the magneto has been removed from the engine and its connections have not been 



previously marked it can be retimed as folio ws: 


First—open all the priming cups on top of 
cylinders and turn the engine over slowly 
until the compression stroke begins in No. 
1 cylinder. This can be ascertained by 
holding the thumb tightly over the priming 
cup of this cylinder and observing that both 
the valves remain closed. 

When compression stroke begins on No. 1 
cylinder stop and remove the cylinder head 
plug; now insert a ruler and slowly turn the 
engine until the piston comes to tipper dead 
center, or when the ruler ceases its upward 
movement (see page 836, “timing valves, 
Waukesha engine’’). 

Second—now measure the distance from the 
top of the piston to the top of cylinder. 

For example, let u« say 
that the distance meas¬ 
ures 2 inches from the 
top of the piston to the 
top of the cylinder. Turn 
the crank over until 
it measures 2% inches. 
This means that the pis¬ 
ton has made a drop of 
Va of an inch after top, 
jn firing or power stroke, 
at which point the spark 
should occur. Replace 
the cylinder head plug to 
prevent any obstacles 
from falling in the cyl¬ 
inder. 

Third—remove the bolts 
(I-B) which connect 
the flanges (I-D and 
I-C) (or leather coup¬ 
ling I-G to I-H could 
be disconnected). Mag¬ 
neto is driven by a 

gear in front of tn- 

gine, which is driven from crank-shaft gear, with an idler gear be- 
I tween. 

Fourth—set breaker (or interrupter) cam in such a position that 

the distributor arm (I-L) will come on the No. 1 cylinder high 

tension terminal in the distributor and so that the contact screws 
(I-K, I-J) of interrupter, are just starting to open. Letter (I-I) 
represents the opening between the platinum contacts (I-K, I-J) 
with the spark lever in the fully retarded position. 


t 


i 




Fifth—replace the bolts (I-B) in the flanges (I-D, I-C) ; that is, 

one on either side of the coupling. 


Sixth—attach the wire which leads from the spark plug on No. 1 
cylinder to the terminal marked No. 1 in the distributor plate; No. 



Fig. 2—A phantom view of the E-41 Berling high 
tension magneto. A “gap-distributor” is used 
• (see pages 245, 247 261). Usual setting; retarded, 
piston on top. Interrupter adj. .015 to .019"; plug 
.031". See page 927. (Ericsson Mfg. Co., Buffalo). 


2 spark plug wire to the terminal marked No. 2; 

No. 3 spark plug to the terminal marked No. 4, and j 
No. 4 spark plug wire to the terminal marked No. 

3. (See page 296.) » 

Never allow the ignition wires to lie on or near 
the exhaust pipe, as the insulation will burn off and 
lay the wire bare, causing a short circuit. Spark 
plug gaps are 1/32" apart. Interrupter points .020. 


1mm 



Special pole piece used on Simms magneto 
to give equal spark intensity at all 
speeds 


A special feature of the Simms magneto is the 
design of the pole pieces which have extensions on 
the edges following the direction of rotation of 
the armature. These extended edges keep the edges 
of the armature shuttle within influence of the pole 
in all positions from full advance to full retard. 
That is to say, that at the moment of breaking tl,e 
current the edge of the shuttle is never widely 
separated from the edge of the pole piece. There¬ 
fore current is generated at low or high speeds 
without much loss of intensity. 


CHART NO. 150B—Example of Setting Magneto and Illustration Showing How The Magneto is 

Usually Driven. Note magneto faces rear of engine. Berling High Tension Magneto. Simms. 






































IGNITION TIMING. 


313 


Timing the Remy Magneto, 

Model RL is to be timed to the engine 
by the break of the contact points. When 
the piston is on exact dead firing center, 
cam house must be in full retard position, 
and the platinum points must just be sep¬ 
arating. 

The high tension cable from this cylin¬ 
der, which is in exact dead firing center, 
should then be connected to the distribu¬ 
tor terminal, corresponding to which the 
distributor segment is opposite. 

The remaining distributor terminals 
should then be connected up in the proper 
firing order of the engine. 

The position of the “inductor or rotor” 
type armature, is just the same as on a 
“shuttle” type armature; the interrupter 
should just be breaking when the “rotor” 
is just leaving the vertical position. 

Sectional cuts explaining the Remy mag¬ 
neto with its inductor type of armature, are 
shown in chart 126. Set breatter points 
.025 inch gap. 

**Timing the Eisemann Magneto. 

To set this type, turn engine by hand un- 


“RL” Model. (See page 264.) 

til piston of No. 1 cylinder is on the dead 
center (compression stroke). Place the timing 
lever of the magneto to fully retarded posi¬ 
tion, then turn armature of magneto until 
No. 1 appears at the glass dial of the dis¬ 
tributor plate and make sure that the 
platinum contacts of the magneto are just 
opening. Fix the driving medium in this 
position. 

In order to insure absolute safety when 
cranking on battery, the contact breaker of 
the battery system is arranged so that it 
will open 10 degrees later than the mag¬ 
neto contact breaker. 

Timing the Splitdorf Magneto. 

Set piston on top of compression stroke 
with interrupter retarded. 

Now revolve the armature shaft in its di¬ 
rection of rotation until the oval breaker 
cam comes in contact with the breaker bar 
and just begins to separate the platinum 
contacts. Set coupling or gear at this point. 


Pointers in Connection with the Timing of a Magneto. 


In timing a high tension magneto to an 
engine, we will assume a 4-cylinder, there 
are several points to be considered. 

Firstly—Which way is the armature of 
the magneto to revolve? This will be 
settled by the construction of the engine. 



Pig. 6 —Positions of full retard of the 
cam plate when looking at the driving 
end of the Simplex magneto. The first 
view is the counter-clockwise setting and 
the other the clockwise setting 


The magneto 
will probably 
have to be 
driven off one 
of the timing 
wheels, and it 
will depend 
upon the di¬ 
rection of ro¬ 
tation of these 
as to which 
way the mag¬ 
neto must run. 



Fig. 2. Setting tho Bosch Dua.1 
Magneto, when running ".clockr 
wist " 


^Clockwise and anti¬ 
clockwise: Every 

maker of magnetos 
supplies machines to 
run either clockwise 
or'anti-clockwise when 
viewed from drive end. 

A glance at the illus¬ 
trations showing the 
contact breaker (page 
29 8) will show that 
the breaker arm should 
be actuated from one 
direction only. Any 


magneto can, of course, 
run backward without 
doing any damage to 
its parts, and frequent¬ 
ly has to when back¬ 
firing occurs at start¬ 
ing, but for making r. 
spark it is desirable to 
run in one direction 
only, as given by man¬ 
ufacturers. 

**When a magneto is 
assembled the cam and 
rig. 2 sewing the Bosch dum contact breaker are set 

Magneto, when running '•anti¬ 
clockwise. ’ * in the correct relative 

position. The “break” of the primary 

current is made to occur when the 

“cheeks” or segmental-shaped sides of the 

iron armature almost bridge the gap of the 

top and bottom of the magnet poles. The 

position is not quite symmetrical, but the 

“maximum” or most favorable position is 

slightly in advance, in direction of rotation 

of a vertical line through the center of the 

magnets and armature, as shown in figs. 2. 



It will be found in most types of mag¬ 
netos that the contact rocker has full re¬ 
tardation point; that is, the actual break 
between the platinums agreeing with the 
armature in this position of maximum 
effect. 


The reason is this: owing to the necea- 
sarily slow rate at which the magneto can 
be driven for starting, and as tho spark 


Dyke’s four and six cylinder engine working models of a gasoline engine explain the relation of 
the position of pistons, valves, cams and magneto, as well as the principle of engine and how the 
magneto is attached and operated by engine. 

*Figs. 2 as viewed from driving end of magneto. **The Eisemann dual system is similar to the 
Bosch dual. **See pages 309, 301 and 290. tSee page 922 for diagram of wiring of model RL magneto. 






























314 


DYKE’S INSTRUCTION NUMBER TWENTY-FOUR. 





DVANCf 



Fig. 1.—Spa'rk fully advanced. 


Fig. 2.—Spark fully retarded. 


Fig. 1. The object of this illustration is to explain the meaning of advance of spark. 

Note the time of spark is occurring a considerable distance before the piston is at the top of 
its compression stroke. This would be causing the spark to occur at full advanced position. 
Fig. 2. Note the contact point on commutator has been retarded or moved in the 
direction of rotation, therefore the spark will not occur until the piston has passed up 
on its compression stroke and part of the way down on its power stroke- 

On a magneto, the contact breaker or interrupter instead of a commutator is advanced 
and retarded, but the principle is the same. 

The angle of movement of contact maker is shown to make the principle clear, consider- 
ably greater than obtains in practice. 


& 

o 


o 

> 


c 

o 

Tri 

£ 



3 3'6 4 4 Vi 5 5 v 2 
Stroke in inches. 


6 QV 2 7 <7 Vi 


The relation of the piston travel 
to the rotation of the crank shaft 
depends on the stroke and the 
length of the connecting rod. 

The piston travel of an engine 
is easily determined, and the de¬ 
termining of the rotation of the 
crank shaft in degrees, corres¬ 
ponding to any desired piston 
travel, may be ascertained from 
the accompanying diagram. In 
this diagram the relation between 
the crank and the connecting rod 
length is as 1:4.5. 

In the diagram the vertical lines 
numbered at the bottom give the 
stroke of the engine in inches, the 
rotation of the crank shaft in de¬ 
grees being indicated by the slant¬ 
ing lines and the figures at the 
right. 

The figures on the left, and the 
horizontal lines indicate the piston 
travel in inches. 

As an example in the use of the 
diagram, it may be desired to find 
the piston travel for an advance 
of 30° on a motor of 6 inches 
stroke. The vertical line for the 
desired stroke may be indentified 
by the figures at the bottom of the 
diagram, and this vertical line may 
be followed upward until it cuts 
the diagonal line indicating the de¬ 
sired number of degrees, which is 
30° in the present case. 

The horizontal line nearest this 
point, should be followed to the 
left, until it meets the diagonal 
line, and this followed to the left- 
hand side. In the present in¬ 
stance it will be seen to indicate 
about y<L inch. This gives the 
advance in inches, corresponding 
to 30°. 


CHART NO. 151 —Diagram for Determining the Advance in “Inches” or fraction thereof, to Set 
Piston when stroke is known and when the Time to Set the Spark is Expressed in “Degrees.” 

See foot note, page 311 for meaning of 1:4.5. 



















































































































































IGNITION TIMING. 


315 


has to be slightly retarded to prevent a 
backfire occurring, the most use must be 
made of the maximum position, otherwise 
there would be too weak a spark produced 
to ignite the gas. 

On the other hand, it must follow that 
on advancing the contact breaker for nor¬ 
mal running, the “break’* will be occurring 
at proportionately less favorable positions 
of magnetic effect; but another factor comes 
into play, which largely compensates for 
this, viz., the increasing speed of the arma¬ 
ture. 

In practice this works well, and prevents 
the generation of excessively strong sparks, 
which are not required, and only serve to 
fuse up the electrodes of the plug. 

The spark is made sufficiently powerful 
for starting on, by the use of strong field 
magnets and breaking circuit in the most 
favorable position of the armature’s rota¬ 
tion. 

After starting, the intensity of the spark 
will increase as the speed increases, but it 
will never reach an excessive value, by 
reason of the advance of the contact maker 


timing the break before the maximum posi¬ 
tion. 

The “ breaking” distance between the 
platinums should be, .015 to .020 or .025 in. 
The amount of range provided for advanc¬ 
ing and retarding, is greater on some mag¬ 
netos than others; an average range is from 
22 to 35 degrees. 

No hard-and-fast rule can be given as to 
the best piston positions corresponding to 
full advance and retardation; but in gen¬ 
eral, a trial setting as per the average plan, 
fig. 1, chart 150A might be tried, in which 
the gear wheels are meshed so that, with the 
contact breaker fully retarded, the piston 
is on top of the compression stroke. 

If it is found that the contact breaker 
cannot be properly retarded at slow speeds, 
without the engine tending to knock, an¬ 
other setting must be made, and the piston 
moved farther on the firing stroke. 

After a few trials and careful noting 
of the pull of the engine, the best setting 
for the particular conditions will be at¬ 
tained. 


Setting Time of Spark—Miscellaneous Systems. 


The old style coil ignition system, with 
“vibrators and commutators’* require a 
greater advance than magneto ignition. The 
reason for this is due to the time required 
for contact of commutator, contact of vi¬ 
brator and a possible loss of time for the 
vibrator to start operating. 

Quite often the trembler blade of a vi¬ 
brator coil is adjusted so that the vibration 
is slow to take place, this will cause spark 
to occur too late. The trembler blades also 
occasionally stick, thereby causing missing. 

The vibrator coil also gives a waste of 
current because the ordinary vibrator coil 
produces from four to ten weak sparks for 
each power impulse, whereas one good strong 
hot spark would fire quicker and save cur¬ 
rent. An illustrated example is shown on 
page 250. 

The usual method is to place the spark 
lever midway between advance and retard 
position, so that it will have half of the 
motion to advance half to retard (see fig. 
4, chart 152). 

This should allow ample range for retard¬ 
ing and advancing, but a trial should be 
made with the engine running, and a note 
made as to how the speed responds to 
the advance and retard movement and va¬ 
riation in setting made as found necessary. 

The amount of advance that can be given 
to any engine depends on certain variable 


factors. It is not possible to have as much 
advance on the ignition when the engine is 
running under a load as when it is running 
light and at a fast rate. 

Note the setting of the spark on the Ford, 

fig. 2, chart 152, as an example of a coil 
with vibrator setting. 

♦Timing the low tension magneto, with 
make and break type of igniter: The ar¬ 
mature of the magneto must be positively 
driven off the engine by means of chain or 
gear wheels. On engines with cranks at 
180 degrees, where the ignition has to take 
place at 90 degrees relative to the cam 
shaft, the armature has to be driven at 
crank shaft speed. 

In the low tension “make and break” 
system the contact breaker is not fitted 
on the magneto; a connection from the 
outer end of the armature winding joins up 
to the terminal of the hammer-break device 
inside the cylinder. 

The general practice when timing (see 
chart 152), fig. 6 is to arrange for the 
mechanism of the break to “trip” when 
the piston is just completing the compres¬ 
sion stroke or a little earlier; say Ys of an 
inch (or an amount determined by experi¬ 
ment to give the best results), the arma¬ 
ture being, as in the case of the high ten¬ 
sion system, in “maximum” position. 


Dyke’s working model of a magneto explains the principle of a magneto. The armature ia 
shown in section as well as the drive gears. The reader can easily figure the relation of speed of 
cam, armature and distributor, also actually practice setting the magneto with this model. 

♦When setting time of spark on a stationary engine, the spark is set to occur, when retarded, 
slightly after compression stroke to prevent kicking back. This, type of engine is usunlly equipped 
with a ‘‘make and break” igniter system. 


316 


DYKE’S INSTRUCTION NUMBER TWENTY-FOUR. 


Timing the Ignition of the Modern Battery 
and Coil System. 

This heading would comprise such systems 
as the Atwater-Kent, page 248; Connecticut, 
page 232; Delco, pages 377, 390; Westing- 
house, page 251; Bosch, page 253, and similar 
systems. By referring to the pages the igni¬ 
tion timing is given. (See also, page 317). 


Timing Commutator and Vibrator Coil 
System. 

Fig. 4: Owing to the lag and inertia of 
a coil trembler considerable range of advance 
is required to obtain the spark at the most 
effective position of the piston. (This system 
is seldom used—see page 215). 



(1)—place piston on top of compression stroke; 
(2)—place spark lever in center position of quadrant 
(SL) ; (3)—set contact on commutator so it will 

make contact with No. 1 cylinder. This will allow 
for a range of advance and retard in either direc¬ 
tion from the center. 


Timing Ignition of the Ford. 

Fig. 2: The Ford ignition timing is as 
follows: (1st)—bring No. 1 piston to top of 
compression stroke—then move piston down 
after top, about Vs inch; (2nd)—place spark 
lever on steering wheel at full retarded posi¬ 
tion (see page 771 showing position of spark 
lever to retard, which would be up); (3rd) — 
place roller of commutator, on No. 1 segment 
so it will just start to make contact w T ith seg¬ 
ment; (5th)—the firing order is 1, 2, 4, 3, 
therefore see that connections from com¬ 
mutator terminals are made accordingly; 
(6th)—set spark plug gap 1 /32 inch or slight¬ 
ly less. 



PISTON l /S 
INCH AFTCR 
TOP 


FIG. 

2 



Note—This setting ought to bring the roller on 
cam shaft in line with hole provided for it. The 
Ford uses a multiple type vibrator coil and roller 
type commutator. A fly wheel magneto (page 
265) supplies electric current. See also, pages 
803, 804, 805 and page 785 for valve timing. 


Fitting an Atwater-Kent system to a Ford (pages 
248 and 810) ; set piston M inch down after top— 
on power stroke—with interrupter retarded. This 
is possible, because (AK) has a wider range of 
advance and retard. 


Ti min g ‘ ‘ Make-and-Break’ ’ Ignition. 



Fig. 5.—Illustrates the principle of timing 

a low-tension-mag- 
neto using a 
‘‘make - and- 
break” ignition. 

The armature is in 
one of the maximum 
positions just as the 
piston Is completing 
the compression 
stroke and “break” 
or ‘ ‘igniter’ ’ m e - 
chanism has just trip¬ 
ped or broken cir¬ 
cuit, (see text, page 
315). This system it 
seldom used. 


Fig. 5. 


When 
or timer 

figs. 15 


Checking Ignition Timing- 
gears are disengaged, which drive magneto 
be sure they are marked—as indicated in 
and 16. When connecting high tension 
wires—first learn the firing 
order (see page 120 how to 
tell by position of cams) 
and then connect as explain¬ 
ed on page 296. Remember 
the distributor on a magne¬ 
to revolves opposite to arma¬ 
ture. For instance, see fig. 
16; crank gear (C) revolves 
to left (view supposed to be 
from rear of engine. Note 
page 312 showing how mag¬ 
neto faces rear of engine); 
idle gear to right; magneto 
gear to left and distributor 
to right. 

... In fig- he 

Fig. 16. Rear \ tew of distributor (D) turns in a 
engine. clockwise (right-hand) di¬ 

rection so that it next will 
make contact with the stationary segment No. 2. As 
the engine fires 1, 3, 4. 2, the cable No. 2 should 
lead to No. 3 cylinder, No. 3 to No. 4 cylinder and 
cable No. 4 to No. 2 cylinder. (See also page 296.) 



Re-Meshing Timing Gears- 



To assemble gears if removed (Overland, fig. 15 
as example) : Turn fly-wheel until 1 and 4 pistons 

are at top-dead-center, with 
No. 1, ready to fire (top of 
compression stroke). Key 
crank-shaft gear (O) and 
cam-shaft gear (S) to shafts 
so that fig. 1 on each will 
mesh. Then replace idler 
gear (I) so that fig. 2 on 
it will mesh with fig. 2 on 
crank-shaft gear. Then 
mesh fig. 3 on magneto gear 
(M) with fig. 3 on idler 
gear. See also, pages 112, 
113, 89, 785. 

Fig. 15. Shows front view 
of engine. 


CHART NO. 152—Setting the Time of Spark on Coil Systems of Ignition. Timing Ignition of the 
Ford. Checking Magneto Ignition Timing. Re-meshing Timing Gears. See also, pages 112 and 113. 








































































































IGNITION TIMING. 


317 


No variable advance or retardation is 
as a rule provided, reliance being placed on 
the proportionately greater volume or in¬ 
tensity of the spark as the speed increases, 
thus causing more rapid combustion. 

The factors to be determined in timing 
with low tension, are the time of break, 
piston position, and armature position. 

Simple method to aid in setting the ‘ ‘make 
and break” igniter. The former can be 
very accurately set by the aid of an ordi¬ 
nary electric bell and battery, a simple cir¬ 
cuit formed through the “break” device 
on engine. When the break hammer is in 
contact with the insulated stud the bell 


will ring; but, on revolving the fly wheel, 
the moment the circuit is broken between 
hammer and stud the bell will cease to 
ring. 

If, as should be the case, the fly wheel is 
marked off to indicate piston position, a 
very delicate adjustment can be made. It 
is important in adjusting the hammer-break 
to obtain a break of sufficient length,*but 
not an excessive amount. This amount 
varies according to the type of break me¬ 
chanism used. An average distance would 
be about 3-16ths inch, with a maximum 
distance of one-eighth between the hammer 
or tappet and insulated stud, (see pages 
215 to 217 and 260.) 


Setting the Time of Spark on the Atwater-Kent and Delco Battery, Coil and Timer 


System of 

The time for setting the spark to occur 
when using the Atwater-Kent, Delco and 
similar battery and coil systems differs 
only slightly from the time the spark should 
occur with a magneto. 

The method however differs as there is no 
armature to set. Instead, the timer shaft 

I i 

How to Determine the Setting of 

First turn to the index and find “Speci¬ 
fications of Leading Cars;” turn to the 
charts and find the make of ignition sys¬ 
tem being used. If it says “Bosch,” then 
turn to the explanation in this instruction on 
setting the Bosch magneto. If it says “At- 


Ignition. 

is set as explained under the timing of the 
spark as per page 250. 

The Delco ignition is set in the same 
manner, see page 390. Also see Remy, page 
318, 251 and Connecticut, pages 251, 364, 

358. 

Time of Spark on Leading Cars. 

water-Kent,” or “Delco,” turn to index 
for ‘ 1 Delco ” or “ Atwater-Kent ’ ’ ignition 
system and you will find the timing in 
struction. 

This same rule applies to timing the 
valves, carburetion and other adjustments. 


Verifying the Ignition Timing. 


It occasionally happens that cars turned 
out of the factory hurriedly to meet pres¬ 
sure of orders, are not as well adjusted in 
the setting of the ignition timing as they 
might be, with the result that the car may 
not prove an easy starter. 

In fact, the writer had occasion to locate 
a trouble of this kind. The nature of the 
trouble was irregular firing and knocking 
when running slow. When running fast 
the trouble disappeared, but in taking a 
steep hill the engine would slow down, and 
right where a retardation of spark was 
necessary, the trouble would make itself 
manifest. The ignition was a low tension 
magneto used in connection with a high 
tension coil. 

The cause of the trouble was found to 
be that the magneto had been set for the 
spark to occur too far before the piston 
was on top of compression stroke when 
spark lever was fully retarded—in other 
words, it was set too far advanced. 

The result was, when running slow, the 
spark would occur and combustion take 
place before piston reached the top of com¬ 
pression stroke, hence the pound. 

By remeshing the gears driving magneto, 
so the spark occurred when piston was on 
top of compression stroke, with full retard 
position of breaker housing, and points of 


breaker just separating at that time, this 
allowed the combustion to take plaeo a 
little later. The trouble then disappeared. 

Testing Ignition Advance. 

*If the ignition is suspected of being set 
too far advanced, then test as follows: 

(1) Place No. 1 piston on top of com¬ 
pression or its firing stroke. This can be 
found, by following out the wires and 
noting when cylinder to be tested will fire. 

(2) Place breaker box in “retarded” 
position. 

(3) Note if the breaker box points are 
just separating when piston is on top. If 
so, the setting is about right for magneto. 

If, however, the points have already sep¬ 
arated, then it is likely there is too much 
“advance,” the amount being determined 
by the distance the spark occurred before 
top. 

If a vibrator coil system, then the contact 
on segment ought to be made when piston 
is say, Ys inch over top of compression 
stroke with retard spark lever. 

If a change is made of the setting, then 
a trial should be made with the engine 
running, and a note made as to how the 
speed responds to the advance and retard 
movement, and variation in setting made 
if found necessary. 


♦Understand, this rule must not be followed altogether. As some manufacturers set at full retard 
■ lightly before top. 



318 


DYKE’S INSTRUCTION NUMBER TWENTY-FOUR. 


I 



*•8- •—Diagram showing location of tapped holes 
In camshaft and crankshaft gear 


3—Breaker and distributor 
mechanism. The Drush is readily 
removed 


Disassembling. 
(1.) Remove hood. 

(2.) Drain radia¬ 
tor. 

(3.) Remove rad¬ 
iator. 

(4.) Remove fan 
pulley and sleeve. 

(S'.) Remove all 
bolts holding gear 
cover to engine. 

(6.) Pry case 
free, taking care not 
to destroy the cork 
gasket. This should 
stick to the cover 
and be removed with 
it. 

Removing Timing Gears: These gears need only 
be removed when to be replaced or a general over¬ 
hauling of the engine, fig. 2. 

(1.) Remove plunger on springs in gear shaft 
ends. 

(2.) Remove inspection hole cover on flywheel 
and crank engine until 1-6-IN-O is at the top. This 
point can be felt by holding a file through the 
hole, with the point resting on the engine side of the 
flywheel face, and slowly cranking the engine. A 
hole is drilled in the flywheel at this point and the 
file will drop into the hole. 

(3.) Mark gear faces so that they may be re¬ 
turned to the same position. (This is not essential 
if new gears are to be installed, but for ordinary 
overhauling will facilitate the assembly.) 

(4.) Remove wires locking cam-shaft gear re¬ 
taining bolts and unscrew bolts. 

(6.) Remove dowel plate. 

(6.) No puller is required to remove this gear, 
aa each side of the gear is drilled and tapped 5/16 
in., permitting two cap screws to be used to force 
the gear from the flange. The gear MUST be re¬ 
moved evenly. 

(7.) Use the puller shown in Fig. 1 to remove 
the crankshaft gear. 

(8.) Remove bonnet base strip on generator aide. 

(9.) Remove cotter pin and nut holding gener¬ 
ator drive gear on its shaft. 

(10.) Remove timer control rod and spring. 

(11.) Disconnect wire at rear of generator. 

(12.) Disconnect universal coupling. 

(13.) Unbolt generator from base and lift gen¬ 
erator off. (The shims should be marked and kept 
ao they may be returned to the same position.) 

(14.) Remove wiring from timer and plugs. 
Mark bo that they may be returned. 

(16.) Free timer from engine and remove, noting 
position of distributer brush, so that the timer may 
be replaced in the same position. 



^Iq. I—In removing the camshaft or 
crankshaft gear two carriage bolts which 
are part of the puller are screwed Into 
tapped holes In the web of t^»e gear 


(16.) Remove the screw on timer drive shaft 
bearing plate, freeing timer drive shaft. 

(17.) Remove screws on rear bearing plate. 

(18.) Drive generator drive shaft out of gear. 
(It is poor practice to pull this gear off.) 

(19.) Inspect all parts for wear, clean thorough¬ 
ly and provide new parts where necessary. 


The Assembly 

(1.) Replace generator drive shaft in housing 
and drive the gear back onto it. 

(2.) Replace crankshaft gear. 

(3.) Adjust valve tappets so that they have .002 
in. clearance between tappet and valve stem. The 
camshaft may be turned from the front to do this. 

(4.) See that the point 1-6-IN-O is still at the 
center of the inspection hole in the flywheel case. 

(6.) Turn camshaft counter clockwise until the 
inlet valve of number 1 cylinder starts to open. 
This can best be felt by placing a screwdriver in 
the slot in the valve, as in grinding. By turning 
the valve back and forth the instant it starts to 
open may be felt. 

(6.) Press camshaft gear in position with the 
teeth so meshing that the retaining bolts stand in 
the center of the adjusting slots. 

(7.) Replace retaining nuts on camshaft gear 
and bring them up so they pinch the gear onto the 
flange. 

(8.) Turn flywheel backward about one-eighth 
turn and then back in direction of rotation, at the 
same time turning the inlet valve of No. 1 cylinder 
with a screwdriver. 

(9.) Stop turning the instant the inlet valve 
starts to open. 

(10.) Note whether point 1-6-IN-O is directly 
beneath the inspection hole in the flywheel case. 

(11.) If it has not yet reached this point, using 
a drift, drive the flange nuts on the camshaft gear 
back in a clockwise direction twice the angular dis¬ 
tance that the point 1-6-IN-^) must go to reach the 
vertical. 

(12.) If it is past this point, drive gear in op¬ 
posite direction in a similar manner. 

(13.) Check timing for No. 6 cylinder in same 
manner. 

(14.) If dowel pin holes in gear and flange do 
not line up, drill new holes and replace strap. 

(15.) Tighten bolts and lock with wire. 

(16,) Replace timer gears and generator taking 
care not to draw the bearings too tight. 

(17.) Set engine on 1-6-IN-O with inlet valve of 
No. 1 cylinder just opening. 

(18.) Set distributing brush on timer to connect 
with No. 6 terminal, or spark plug wire. 

(19.) Set timer in retarded position. 

(20.) Set hexagonal cam on breaker so that the 
points are just breaking, Fig. 3. 

(21.) Lock in position with lock nut. 

(22.) Adjust breaker points to about .015 in. 

clearance, and lock adjusting nuts in position. 

(23.) Check adjustment of ignition. An al¬ 

lowance of 1 in. late is permissible. 

(24.) Replace timing gear cover, making sure 

that end thrust plungers and springs are in place, 

and that cork packings are not broken. This should 
be set in shellac on the case side only. 

(25.) Replace fan pulley, fan belt and fan. 

(26.) Replace bonnet base strip. 

(27.) Replace radiator and hose connections, 

making sure that all connections are tight. Com¬ 
mon rubber cement should be used on all joints. 

(28.) Replace hood, fill radiator. 

(Also see page 251.) 


CHART NO. 153—An Example of Ignition Timing (Remy) and Valve Timing od the Chalmers 35— 
Incorporating a Method of Removing the Timing Gears—(Motor World.) 













IGNITION TIMING. 


319 




*Spark Control 

As few motorists really understand just 
how the power efficiency of an engine is af¬ 
fected by the spark timing, (which is gen¬ 
erally under the control of the operator) the 
following may be of interest: 

When a combustible mixture has been 
compressed in a cylinder by the rising pis¬ 
ton and the spark occurs, a very small por¬ 
tion of the mixture in the immediate vicin¬ 
ity of the spark is ignited; and if the mix¬ 
ture is of the proper proportions and suit¬ 
ably compressed, the flame propagation 
throughout the entire combustion chamber 
will be rapid. 

This is as it should be. When combus¬ 
tion takes place intensely heated gases are 
formed, which in their effort to occupy a 
larger volume of space exert great pressure 
on the walls of the combustion chamber and 
upon the piston head. 

As a gas or gaseous mixture is com¬ 
pressed it becomes heated, and the greater 
the pressure the greater the heat. 

If a mixture is of proper proportions, 
the greater the pressure the • more readily 
will it ignite, and the greater the speed of 
flame propagation or combustion. 

On the other hand as the pressure of a 
combustible mixture is reduced, it loses its 
heat, and its speed of ignition and com¬ 
bustion is also reduced. 




Fig. 2—Diagrams showing wheo sparks 
should and should not occur 


Several interesting 
conditions may be 
shown with the dia¬ 
grams of fig. 2, which 
like fig. 1, represent 
different positions of the 
crank shaft, and of the 
pistons in the cylinders. 


and Overheating. 

Thus it must be understood that to get 
the utmost efficiency out of a combustible 
charge it must be ignited at or near the 
point of maximum compression. 

Let it be assumed that a car is being 
driven at a speed of about 30 miles per 
hour, and that the engine is necessarily 
turning over at a speed of about 12-00 revo¬ 
lutions per minute, the spark lever advaneed 
so that sparks occur when the piston is 
ascending as at (G). 

Ignition we will assume, is complete at 
(H), and combustion at (I), at which point 
the maximum pressure of the expanding 
gases is being exerted. 

Under these conditions the engine runs 
smoothly and cool. 

Now by retarding the spark and advanc¬ 
ing the throttle lever it is found that the 
speed of 30 miles an hour, still can be 
maintained. 

The engine is generating the same amount 
of power, but with the spark retarded and 
the throttle advanced; but after about 30 
minutes ’ running the radiator begins to 
steam and we see that the engine is over¬ 
heated. 

What is the cause? It is this: The 
spark is retarded so that now it occurs when 
the piston is at (I); compression is already 
reduced so that ignition is slower and is 
not complete until the piston is at (J), 
and combustion is still incomplete at (K). 

The explosive mixture is now richer in 
fuel, so that more heat is given off than 
under the first mentioned condition; there¬ 
fore, the expansive force is greater than 
before, so that the speed of the engine is 
the same, but note the area of wall surface 
of the cylinder at (K), which now is ex¬ 
posed to this more intense heat. 

The water in the jackets not only has 
to take care of the heat absorbed by the 
walls of the combustion chamber, but also 
of an excessive amount absorbed by the 
cylinder walls. 


Range of Spark 

Fig. 1. Is a diagram showing the range 
of spark advance and retard representing 
different positions of a crank shaft and 
the relation of the piston in the cylinder 
at these different positions. 

Referring to this diagram, if an engine is 
running at an extremely high rate of speed 
the spark might be advanced so as to oc¬ 
cur in the cylinder when the throw of the 
crank shaft is ascending and at the point 
(A); thus combustion might be complete or 
so nearly complete by the time the throw 
reached the point (D), that a very strong 
pressure would be exerted upon the piston, 
which is as it should be. 


Advance and Retard. 

If the engine were being subjected to an 
extremely hard pull, as in ascending a hill 
on high gear so that its speed is consid¬ 
erably reduced, and ignition were to take 
place at (A), combustion might be complete 
at (B) or (C), and the pressure or power- 
impluse on the piston head would tend to 
turn the crank shaft in a reverse direction. 

If the car were traveling at a very low 
speed or if there were not sufficient mo¬ 
mentum in the fly wheel or the car itself, 
the engine would be stalled, or killed, as the 
saying goes. 

Of course, if the car or engine were travel¬ 
ing at a sufficiently high rate of speed to 


*See also page 308. 













































320 


DYKE’S INSTRUCTION NUMBER TWENTY-FOUR. 


carry the crank and piston over this dead 
center, a large percentage of the power 
would be applied in the right direction, but 
considerable would be lost; there would be 
what is known as an ignition knock, and 
the strain on the bearings would be quite 
levere. 

On the other hand, if the engine has been 
slowed down considerably under hard pull 
and the ignition is retarded so as to occur 
at about (C) or (D), combustion might be 
complete at about (E) or (F), or perhaps 


even a little farther down where the lever¬ 
age on the crank shaft is greatest, and thus 
the greatest amount of the downward pres¬ 
sure on the piston is utilized. 

It must be remembered that the greatest 
power is dependent upon the momentum or 
torque of the fly wheel. 

An engine always should be run with the 
spark advanced as far as possible without 
causing it to knock or lose power, and it 

will overheat, if caused to run for any great 
length of time with a retarded spark. 


Finding Position of the Piston. 


In the previous matter we have men¬ 
tioned about placing the piston on top of 
compression stroke. To tell when piston is 
on top of compression stroke is explained 
below. 

Usually a mark is placed on fly wheel to 
indicate when piston is at top. For instance, 
if a four cylinder engine, a mark will likely 
be on fly wheel as “D C 1-4,” meaning 
“dead center up 1 & 4” or one and four 
pistons are at top of stroke. If a six cyl¬ 
inder it would probably appear as “ D C 
1-6 up,” meaning pistons 1 & 6 on top. Or 
mark may be, “1-4 up” or “1-6 up,” 
meaning the same. 

It is necessary to find, however, just 
what stroke the pistons 1 & 4 or 1 & 6 are 
up on, therefore watch the valves; on com¬ 
pression stroke, both valves should be 
closed. Or watch when inlet valve opens— 
piston is then starting down on suction, 
therefore the next (up stroke) must be 
‘' compression. ” 

The fly wheel will then have to be turned 
until this mark is centered with an indica¬ 
tor mark usually on cylinder or some cen¬ 
tral point, see pages 102 and 104. 

From this point the fly wheel is turned 
to the right, to place piston before top of 
stroke, or to left, to place piston after the 
top of compression stroke. This rule ap¬ 
plies when standing behind fly wheel, when 
fly wheel is on rear of engine. 

The exact point, however, when the pis¬ 
ton is on top of compression stroke is 
rather difficult to determine. 

If engine happens to be a “T” head 
motor with a compression cock in the cen¬ 
ter, then it is easy to find when piston is 
on top of compression stroke by placing a 
wire or bicycle spoke through the pet cock 
aud turn the engine over; when the wire 
rises to its highest point the piston is on 
top of dead center. 


On a four cylinder engine, when No. 1 
piston is on top, No. 4 is on top also. On 
a six, when No. 1 is on top No. 6 piston is 
also on top. 

Therefore, to find when this particular 
piston you propose to work from, is on com¬ 
pression stroke; watch the valves. Both 
valves will be closed. The exhaust cam 
would be at a position where it would open 
the exhaust valve after one movement or 
stroke—this stroke being the power stroke. 

If cylinder is of the “L” head type it 
may not be possible to get a wire into the 



cylinder. In this case open compression cock 
and place your finger over it, have some one 
crank engine slowly until you feel compres¬ 
sion; let this escape gradually. When the gas 
has ceased escaping, the piston is at or near, 
top dead center. The compression stroke is 
found by watching when both valves are 
closed. 

This plan is uncertain however, and the 
best plan is to remove lower crank case 
and turn the crank until the connecting 
rod and crank shaft throws are straight up 
and down, in line; at the same time watch 
the valves as mentioned above. 

This procedure however, is not necessary 
if there are marks on the fly wheel to indi¬ 
cate just when pistons are on dead center. 


To determine the end of the compression stroke in any cylinder (Overland as example) ; turn the 
crank until the exhaust valve in that cylinder, which is the one directly beneath the priming cup. 
has just reached its seat; and then turn the fly wheel approximately one revolution, stopping when 

the mark 1-4 UP (or 2 3 UP) is at its highest position and in line with the guide mark on the back 

end of the crank case. Another method is to turn the engine while the hand is held over the open 

priming cup nnd identify the compression stroke by the escape of air. After the fly wheel is in the 

proper position install the timing unit as directed. 













ENGINE STARTERS. 


321 


INSTRUCTION No. 25. 

ENGINE STARTERS: Ignition or Switch. Primer and Ignition. 
Compressed Air. Acetylene Gas. Gasoline and Air. 
Mechanical Starters. Parts of an Electric Starting Motor. 


Ignition Starting. 

The first form of self-starter was the ignition 
starter. It is still used but to no great extent, 
in connection with the priming systems and gas 
systems of starting as explained in chart 154. 
A special form of switch however, is sometimes 
provided which causes a spark to occur in all 
cylinders simultaneously. 

It is possible to start any engine occassionally 
on the switch, if the cylinder in which the spark 
is made at the time, happens to have a charge 
of gas and the ignition is a battery and coil sys¬ 
tem, either as an auxiliary or regular system. 
If, however, the magneto system and breaker 
is used in connection with a non-vibrating coil, 
then the chance of obtaining the spark is not so 
great. The breaker points will not permit the 
opening and closing of circuit when engine is 
idle. .. 

Therefore a special connection is usually pro¬ 
vided on the coil in the form of a button switch 
(see page 280). This applies to four or more cyl¬ 
inder engines. The principle is this: there is 
always a certain amount of unexploded gas re¬ 
maining in one of the cylinders when engine 
stops, especially if driver has taken the precau¬ 
tion to open his throttle before engine stops. 
Therefore, if a spark occurs in the cylinder this 
unexploded gas will combust and give enough 
momentum to start the engine. 

As stated above, if a coil system is used, the switch 
can be thrown on and a quick movement of the spark 
lever, its full length will cause contact to be made 
on the timer or commutator, thereby causing a spark 
in one of the cylinders. 

Naturally the cylinders must be in good condition. 

The piston rings must be tight so the compression will 
not be lost by leakage. When stopping the engine 
the throttle ought to be opened part way so as to admit 
a full charge of gas to the cylinders, in order to make 
starting easier. The engine must of course be speeded 
up, but by holding the clutch out. 

Priming Starter. 

The priming method of starting was the next 
method used. Instead of depending on the pis¬ 
tons to draw in a charge of gas, a special pump 
was devised as shown in fig. 3, chart 154. This 
pump forced a charge of carbureted gas into 
the cylinder. 

Gas Starter. 

The acetylene gas idea of starting developed 
from both of these systems. The Presto-lite Co. 
worked out a very satisfactory system for start¬ 
ing as explained in fig. 5, chart 154. This sys¬ 
tem also employed a special electric connection 
for igniting the gas. 

Compressed Air Starter. 

The compressed air system was first used by 
taking the pressure from the exhaust, storing it 
into a tank, then distributing it to the cylinders. 
The compressed air starter is divided in two 
classes: the type which uses a pump, operated 
mechanically from the engine to store fresh air 
into the air tank, as shown in fig. 4, chart 154. 
The other type; the exhaust gases are stored 
into a tank. 


Gasoline and Air Starter. 

The Christensen gasoline and air starter, fig. 
6, page 322, is used on aeronautical engines, as 
the Thomas, Sturtevant, Roberts, Duesenberg, 
Hall-Scott, Curtiss, Wisconsin and others. Also 
motor boats, trucks, tractors and automobiles. 

Principle: This starter does not crank the 
engine but starts it as follows: The engine when 
running, uses gasoline and air, properly mixed, 
as its fuel. When not running it cannot be start¬ 
ed ordinarily only by cranking by hand or some 
other starter. The Christensen starter supplies 
this mixture to the engine in ready-made form, 
under compression, to each of the cylinders in 
firing order so that the engine is starded on the 
first touch of the button. 

The parts are shown in fig. 6 and consists 
of the compressor; a clutch for engaging and 
disengaging same; a carburetor chamber (in¬ 
dependent from engine carburetor) and a dis¬ 
tributor, timed with the firing order of the en¬ 
gine; a control valve, which is used for starting 
the engine and for engaging the air compressor; 
a tank for holding the air and a gauge telling 
how much air the tank contains. 

Into each engine cylinder a starter check 
valve is screwed, (usually in the priming cup 
opening) and a pipe runs from the cheek valves 
to the distributor. 

Method of attaching: The starter unit is 
usually driven by Oldham coupling from the 
crank shaft or cam shaft, and is mounted in the 
most convenient place. (The Christensen En¬ 
gineering Co., Milwaukee, Wisconsin.) 


Mechanical Starter. 

The mechanical starter is made in many and 
varied forms, one being shown in chart 154. 


Electric Starter. 

The electric starting motor has many advan¬ 
tages over other systems, in that the motor to 
easily applied and manipulated. The source of 
electric supply is derived from a storage battery 
which is kept recharged by an electric generator 
(dynamo). 


Summary. 

Therefore, we have the several classes of 
self-starters classified as follows: Ignition or 
switch starter; primer and ignition; acetylene 
gas; compressed air; gasoline and air; mechan¬ 
ical and electric. 


Electric Starter Used Most. 

The electric starter is the system in general 
use and will bo treated in the next instruction. 


322 


DYKE’S INSTRUCTION NUMBER TWENTY-FIVE. 




Fig. 4.—Compressed air starter: The Stewart starter 
for the Ford, cranks the engine from the front end of the 
crank shaft in exactly the same manner it would be 
cranked by hand. To start the engine, it is only necessary 
to press the pedal which is installed on the foot board. 

The starter motor, or cranking unit, is an air-tight cham¬ 
ber, circular in form and replaces the crank handle. 

Passing through this is a shaft which engages the engine 
shaft, the same as the crank handle formerly did. Within 
the cylinder is a stationary head; also a revolving valve. 

This valve is attached to a collar through which the starter 
•haft passes. In operation, the charge of air is admitted 
into the starter motor at a point between the stationary- 
head and the revolving valve. This air pressure forces the 
revolving valve to make almost one complete revolution. 

Inside of the collar, attached to the revolving valve is a pawl which 
engages the grooves or teeth in the starter shaft. A “driving” 
clutch is attached to the end of this starter shaft. 

A. “driven” clutch is installed on the end of the engine crank shaft. 

The driving clutch engages with the driven clutch in the same 
manner as formerly, when the car was started by the old crank 
handle. (Stewart Speedometer Co., Chicago, Ill.) 

CYLINDER CHECK VALVES 


Fig. 3.—A primer starter: Cylinder pri¬ 
mers are all operated very much along the 
same lines, the fuel being injected into 
either the cylinders themselves through spe¬ 
cial priming cocks or into the intake mani¬ 
fold. A hand operated pump is usually used 
to draw the gasoline from the supply tank 
to the feed pipe. The gasoline is brought 
into the primer cylinder from the carbure¬ 
tor supply pipe. It is then forced into the 
intake manifold through a special form of 
spray nozzle. An upward stroke of the 
handle fills the primer cylinder, and a 
downward stroke forces it into the valve 
chambers of the engine. With all priming 
systems it is necessary to have a spark at 
the correct time—see text, page 282 for 
“starting on the switch.” 




PNEUMATIC 

CjAUGE 


Fig. 2.—A mechanical starter: This 
device (S) is attached to the front 
of the car in place of the ordinary 
starting crank. It is about the siie 
of an ordinary automobile headlight 
and looks like one reversed. There 
are two powerful spring* in the de¬ 
vice which are released by a very 
slight pressure on a pedal (H) which 
is located near the drivers aeat. 
(American Ever Reauy Works, Long 
Island City, N. Y.) 


Ill ! PNEUMATIC 
COMPRESSION 
CHAMBER 


QASOLINE STARTER 
INLET UNIT 


^OIL 

OVERFLOW 


Fig. 6—The Christensen gasoline- 
air method of starting (page 321). 


Fig. 6.—Gas starter: The Prestolite gas starter 
system permits thb starting of the engine by the 
injectioa into each cylinder of a measured amount 
of pre«t-o-lite gas, which is exploded by pressing 
the button on the ignition switch. (See ignition 
■ tarting, page 282.) The driver charges the cyl¬ 
inder with gas by making one or two movements of 
the handle, which is located on the dashboard. 
There is placed at the tank an automatic reducing 
valve, which reduces the pressure beyond the tank 
to two ounces. Whether the tank pressure be 150 
or 250 pounds, the pressure in the lines can only 
be two ounces. On account of low pressure it is 
necessary that the gas be forced into the cylinders, 
as the cylinder compression is many times stronger 
than two ounces. This is accomplished by a pump 
which is placed on the dash in easy reach of the 
driver. In cold weather the driver can press a 
by-pass valve button and cause the gas to pass 
from the tank directly to the intake manifold. 
(Prest-o-lite Co., Indianapolis, Ind.) 

Compressed gas tank was a type of starter 
formerly used on the Winton. Part of the exhaust 
gases from the engine was stored up in a tank, 
during the exhaust stroke. This gas was then 
used for pressure, to force the piston (which wi 



ready to commence its power stroke) down. 


CHART NO. 154—Engine Starting Devices; Mechanical, Air, and Gas. 










































































































































THE ELECTRIC STARTING MOTOR, 


323 



TAT OH. 0- BRUSU. f* f 9 - POLE F>t ECES . 
•SW .-SERIES WINDING ONF/ELD CORE. 


Starting Motor—Simplified. 



EJG2 


PM.- PERMA N£t\/T MAONSTS 


Fig. 1.—A simple form of a series wound electric motor. The field cores are magnet¬ 
ized only when the current from the battery flows through the “series’' wire winding, 
hence the term, “electro ’’ magnetized field. The lines of force come out at “N” pole 
and pass in at “S” pole. 

There are two poles or pole pieces (PP) to this motor, hence it is called a 
“bi-polar” motor. If it had four or more poles, as per chart 160A, it would be called 
a “multi-polar” type. 

The winding on the field core is “series” wound, meaning, one part is connected with 
another in series; for instance, start at the battery and follow the current path and note 
the succession of parts connected. 

*A “permanent” magnetized field is shown in fig. 2. The magneto or fields (PM) 
are permanently magnetized. 

The armature, however, on both machines is of the “drum” wound type—the arma¬ 
ture shown on page 25 8, is a “shuttle” wound armature. 



Fig. 3: A drum type of armature, used 
on all electric starting motors and genera¬ 
tors for charging batteries, 

The field however, can be “electro” or 
“permanent” magnet type. 

B—brushes; commutator segments are 1, 
2, 8, 4. There are two conductors from 

each coil. Note one end or conductor, of 
two different coils is connected to one com¬ 
mutator segment. 


Armature—“Drum” Type. 

Fig. 3.—On a drum armature, the coils are 
wound longitudinally over the surface of the 
armature core drum. 

C—are the coils of wire, cl is the core, 
usually made of laminated iron. 1, 2, 3, and 
4 are the commutator bars, or segments on 
which the brushes rest and carry the current 
to the armature coils. Each segment is in¬ 
sulated one from the other by mica. There 
are as many segments as there are coils of 
wire. 

On a “shuttle” type of armature as shown 
in fig. 7, page 332, the winding is quite dif¬ 
ferent—note the illustration. 

The parts of an armature are; core, coils 
or winding, shaft, copper commutator bars, 
mica insulators and the binding wires, (see 
fig. 4, page 330.) 

The core is usually made of sheets of iron 
placed side by side and then turned on a lathe 
until round. Slots are then cut into the 
laminated core (L), to hold the armature coils. 

Bands of fine brass wire, (BB), are then 
placed around the armature to hold the arma¬ 
ture coils in place when revolving. 


J 

CHART NO. 158—Parts of an Electric Starting Motor. 

Charts 165, 156, 157 omitted (error in numbering). 

♦Permanent magnets are not used for starting motors as considerable current is required, therefore the magnets 
would have to be very large. Permanent magnets are sometimes used on generators. The current produced 
in a generator for automobile work is seldom over 22 amperes. 

























































































324 


DYKE’S INSTRUCTION NUMBER TWENTY-SIX. 


WORM AND CHAIN 



CHAIM AND TIMJNC CCAR- 

T\ 


FIV WHEEL 




' 

ENGINE 


; V < ■: 









‘ „'c «x tb ' i- i : - 
'A - .'-.y- 




'/v V.? / 



CEAR. AND CHAIN 



;/; ■ u^v-s* 

k ; _■ 


Ia-FO- 


/ .* 

.. v x 


CD 



) starting 

SWITCH 




battery I 

CO 1 

r MOTOTE-r 





SHIFTER 
ROD 






GEAR AND GEAR AND SLIDING PINION 

CHAIN <3UD1NC PINION DIRECT 

Automobile engine viewed from above, showing several of the extensively used methods of applying the electric starter 


Illustrating the various 
methods of applying the 
electric starting motor to 
engine. 

When starting engine by 
chain or gears, there must 
be some form of release, 
so that the motor will not 
continue to run after en¬ 
gine is started. This re¬ 
lease is usually in the form 
of a roller clutch or gear 
shift. 

The method of starting 
through the fly wheel is 
the most popular system. 
Also see pages 326 and 331 
for the Bendix starter. 


../.REDUCTION GEAR. 


SL1D1NC 
PINION 


flYWHEEL 





END E-EAR INC 


HELD JACKET 


Fig. 1—Outline of usual starter installa¬ 
tion. Drive is transmitted to the /li/wheel 
through a reduction gear and sliding pinion. 
Fig. 2—Connection of double-dock arrange¬ 
ment of generator and motor. Fig. S — Sssen- 
tials of typical electric starting motor. 





STARTING 

motor 


MOTORS 





Tut ROt L cR cl utch 
//v rm .t <'.£/)# 


THE MOTOR CRN 
5TRRT ENGINE But 
AFTER engine /3 
3 rNRTfO THE CLUTCH 
RCt TROTS UNTIL 
GENRE RRE 
SHIFTED- 

% 




—l c 


; V-PP 




C.RHNK 

SURT-r 

OB NR 


) 


VYNA-MO 
OR GENERA TOR. 


Fig. 8—Showing application of starting motor to 
crank shaft by chain and sprocket. Note clutch is 
in sprocket. Both chain and sprocket run with 
engine, but clutch in sprocket cuts out motor after 
engine is started. 

This system formerly used by the Gray and 
Davis on the 1914 Overland. 


THESE TWO 
GERRS SHIRT 
TOGETHER TO 
DOTTED 
LINE 5 


GEAR 

ON 

CRRNN 

SHAfJ 


Fig. 7—Showing application of starting motor 
to crank shaft by gears. Note clutch is in B. 
The Westinghouse starting motor is connected in 
this manner on the Dorris car. A feature worth 
mentioning is that the gears are all out of mesh 
after motor serves its purpose, (see page 328.) 


CHART NO. 159—Application of the Electric Starting Motor to the Engine; through the Fly 
Wheel, Transmission Shaft and through the Crank Shaft. Note different methods of each. 


The most popular method of drive is through the fly wheel using the Bendix Inertia gear shift method. 










































































































































































325 


THE ELECTRIC STARTING MOTOR. 


INSTRUCTION No. 26. 

THR ELECTRIC STARTING MOTOR: Mechanical and Auto¬ 
matic Gear Shift Method Explained. Types of Motors. 
Starting Switches. Reduction Gears. The Rushmore Dis¬ 
placement Type of Automatic Electric Gear Shift. Bendix 
Inertia Gear Drive. 


The electric starting motor is an electric 
device or motor for turning over the crank 
shaft of a gasoline engine. 

The electric motor is a device for trans¬ 
forming electric power into mechanical 
power. The electric motor receives its elec¬ 
tric current for its motion, from an elec¬ 


tric storage battery. The storage battery 
receives its charging current from an out¬ 
side source or an electric generator, usually 
run from the gasoline engine. Quite often 
this generator (also called a dynamo), is 
made a part of the starting motor, as will 
be explained later, (see instruction 27.) 


***Parts of Electric Starting Motor. 


^-Principle: To know the principle upon 
which an electric starting motor is con¬ 
structed, it will be necessary to know the 
names of the parts* ** *** 

The magnets or “field” cores (FC) (page 
3 23) are either “electrically” magnetized 
or “permanently” magnetized. 

When electric current is passed through 
the “coil” winding, on the “field” mag¬ 
nets, the latter are “electro” m’agnetized. 
They are “permanently” magnetized (PM), 
when the field magnets are of the type 
shown in fig. 2, chart 158. 

The “electro” magnetized pole pieces 
may have two or more poles, one must be a 
north pole a?.d the other a south pole, simi¬ 
lar to a common horse shoe magnet. This 
is necessary in order that the magnetic lines 
of force from the pole pieces attract the 
magnetized coils on the armature. 

When the current passes through the wire 
surrounding the soft iron field core, the pole 
pieces acquire magnetism. When the flow 
of current is stopped, then the pole pieces 
lose their magnetism. Hence it is termed 
an “electro” magnet. 

The windings on electro magnets, can be 
wound three different ways, series; shunt; 
and compound. The winding shown in fig. 1 
is called a “series” winding, and is usu¬ 
ally of heavy coarse wire. 

ffTlie “permanently” magnetized pole 
pieces, are shown in fig. 2. Wire is not 
wrapped around the field cores, but the mag¬ 
nets retain their magnetism permanently. 
One pole being “N” and the other “S” at 
all times. 

The pole pieces (PP), at the lower end of 
the field cores, as shown in fig. 1, are the 
north and south poles of the magnetized 
field cores. The pole pieces are placed 
very close to the armature and are the parts 
between which the armature revolves. 

The pole pieces in fig. 1, are called “bi¬ 
polar” type, because there are two poles. 


When there are more than two pole pieces, 
as in fig. 1, chart 160A, it is called a 
“multi-polar” type. 

The armature on an electric starting motor 
is the part which revolves between the pole 
pieces. There are several types of arma¬ 
tures, but for starting motors, and genera¬ 
tors to recharge batteries and supply cur¬ 
rent for lights, the “drum” type, fig. 3, 
is generally used. 

The “shuttle” type armature, fig. 7, chart 162 
and fig. 1 chart 120, is used for magneto ignition. 
The shuttle type of armature, is used only on mag¬ 
neto type of magneto generators and generates an 
“alternating” current, being used principally for 
ignition. 

The source of current from the storage 
battery, to operate the electric motor is 
“direct” current. 

*The commutator on the armature, passes 
the current to armature coils from brushes 
on the motor. On a generator it transmits 
the current from armature. It is the part 
placed on the end of armature on which the 
brushes rest and to which the terminals of 
the armature coils connect, as shown in fig. 
3, chart 158, see also chart 161. 

There are as many copper segments on 
the commutator as there are coils on the 
armature, (see fig. 3, page 323 and note 
connections of coils c 1 to commutator seg¬ 
ments 1, 2, 3 and 4). The segments are in¬ 
sulated, from each other, with mica between. 

♦♦Commutator troubles usually arise from too 
much oil on the commutator, causing a coating to 
form across the insulation, between the insulated 
commutator segments. 

fBrushes on starting motors are the parts 
(B), chart 161, and 3, page 324, resting on 
the commutator segments and which conduct 
the current to the commutator. They are 
usually made of copper, bronze or brass wire 
gauze and also metal graphite which con¬ 
tains copper. A great quantity of current 
passes through a starting motor brush, there¬ 
fore starting motors usually have four 
brushes, whereas a generator has two 
brushes, unless it is of the third-brush type. 


*Don’t confuse the meaning of a commutator on an electric motor or generator with the commuta¬ 
tor used for ignition, as shown in chart 106. 

**See also pages 409, 404, 406, 331. tSee foot note page 408 for generator brushes and starting 
motor troubles, also read foot note bottom of pages 407 and 405. 

***To learn the fundamental principles of an electric motor and dynamo we recommend Swoopes' Lea 
sons in Practical Electricity, see ad in back of book. tSee also, page 400. 
ftNot used for starting motors but sometimes used for generators in connection with nn auxilliary 
electro-magnet, per fig. 8, page 832. 


326 


DYKE’S INSTRUCTION NUMBER TWENTY-SIX. 


Mechanical Method of Starting Motor Gear Shift. 

Position 1—when switch is at position (1), the starting motor switch is off and starting 
motor idle, (see fig. 6.) 

Position 2—starting pedal is depressed slowly, this causes contact to bo made at (P) with 
(PI), at which time resistance (R) is in the circuit causing armature to rotate slowly. This 
slow rotation allows pinion (J) to mesh easily with fly wheel. 

Position 3—starting pedal is depressed 
fully. This causes (P) to make contact 
with (Q) at which point the resistance 
(R) is cut out and full voltage applied to 
starting motor terminals in order to crank 
the engine. 

After engine is started, the starting 
pedal is released and the spring de-meshes 
the pinion (J) from flywheel gear (FG) and 
switch cuts-out and assumes position (1). 

Note the reduction gear drive. Also the 
type of switch as it appears from outside 
view. This is one of the Westinghouse 

Pig. 6.—Mechanical method of applying starting principles. This concern also supplies auto- 
motor to drive fly wheel. matic and other principles—see page 338. 

The Automatic Method of Starting Motor Gear Shift—The Bendix Principle, 

Also called the Inertia Gear Drive. 

Fig. 8.—The Bendix “automatic” shifting pinion as used on a large percentage of the 
different makes of electric starting motors, also called the “inertia” gear shift, is pictured in 
fig. 8. This illustration is not exactly as it appears today, but explains the principle clearly 
(see page 331). 

This type as used on the King (page 331), the reduction is 10*4 to 1, or 12 tooth pin¬ 
ion on a 126 tooth gear on the fly wheel. The teeth are each 10 pitch and the starting motor 
will crank engine at speed ef 150 to 200 r. p. m. 

No arrangement of levers to slide the pinion into mesh nor any over-running clutch is re¬ 
quired. It is only necessary to operate the switch of the motor, or press a switch button, 
and this can be done at the wrong time, i. e., when the engine is already running, without 
damage. 

The parts are few and simple. The armature shaft has a screwed extension provided 
with an outer bearing (B), and carries the pinion (P). 

A weight (W) is solidly attached to the 
pinion and the latter is loose enough on 
the shaft to always occupy the position 
shown, with the weight underneath when- 
the shaft is idle. The leading screw has a 
triple thread. 

On starting the motor, inertia of the 
weight (W) causes it and the pinion to be 
carried quickly along the shaft into mesh 
with the teeth on the flywheel where it re¬ 
mains performing the operation of crank¬ 
ing until the engine commences to fire, 
when the direction of the drive is reversed, 
coming from the flywheel to the pinion, 
throwing out the pinion. 

Action is easy to understand. But a query will naturally arise as to what would happen 
if the starting switch is not released and the motor continues spinning. It would seem that 
the pinion would again return and either get into mesh or continue chattering at the edges 
of the teeth. Neither happens. The pinion simply continues to rotate out of mesh until the 
switch is released. This is due to a secondary function of the weight (W). Immediately the 
pinion is thrown out from the flywheel the speed of the motor is such as to cause a binding 
of the pinion on its shaft due to the one-sided position of the weight. The action involved is 
that of the center of gravity of the weight attempting to get into the central plane of rotation 
of the pinion and the slight necessary looseness of the pinion on the shaft allows a temporary 
• binding as a result. 

Tlie spring (S) is simply to ease the shock of starting by permitting a slight play between 
the motor shaft and the screwed extension. The teeth of both flywheel and pinion are bev¬ 
eled on the entering side for easy engagement. As shown the motor is geared by a single 
reduction to the engine, but the device is equally applicable to a double reduction.. 

CHART NO. 100—Application of the Electric Starting Motor to Fly Wlieel of Engine- the “Me¬ 
chanical” and “Automatic” Method Explained. 

Note:—The Bendix is also known as the Eclipse-Bendix. 



I 

Eig. 8 . —Automatic method of applying starting 
motor to drive fly wheel. 







































































THE ELECTRIC STARTING MOTOR. 


327 


Type of Electric Motors. 


Although there are many different makes 
of electric starting motors, we have dealt 
only with the type in general use, which is 
the “ series’ ' wound field cores, with the 
“drum” type armature as explained in the 
charts. 

We have given the names of the parts, 
also explained, that when the current from 
battery flows through the field coils, thence 
through the armature coils by the way of 

Application of the Electric 

The starting motor can drive the gasoline 
engine through the fly wheel, or by connec¬ 
tion with the crank shaft, or drive through 
the transmission shaft. 

The drive through the fly wheel is the 
most popular. There are two general meth¬ 
ods used; (1) by gears as per A B C D, 
chart 160, which necessitates throwing the 
gear (J) in mesh with the fly wheel gear 
(FG) by hand or foot. 

The other method is “automatic;” by 
pressing a button or foot switch the cir¬ 
cuit is closed between the storage battery 
and starting motor. The “inertia” gear 
pinion (P) then automatically meshes with 


the brushes resting upon the commutator 
segments, which are connected with the ar¬ 
mature coils, the armature, is then caused 
to revolve by magnetism, the pole pieces 
drawing the armature coils around. We will 
not attempt to explain why this armature is 
made to revolve, because this would neces¬ 
sitate a lengthy explanation and deep study 
of electrical engineering, not required by the 
average student. 

Starting Motor to the Engine. 

fly wheel gear as explained in chart 160 
and 161A. This system is the most popular. 

Another “automatic” method is where 
the gear is shifted “electrically,” as in 
chart 161. This type is also called a “dis¬ 
placement” type of armature. 

The drive through the crank or transmis¬ 
sion shafts; can be by means of gears or 
chains as illustrated in chart 159. 

After starting engine: In each instance 
some means must be employed to disengage 
the motor and engine after it is started, 
this is done by means of the shifting gear 
or clutch. See illustrations in charts 159 
and 160. 


Starting Switches. 

The switch with resistance was formerly depression of swdtch, see fig. 6, chart 160, 

used with starting motor. This resistance shows how the resistance (B) is cut out 

prevents the full flow of current going to the when switch contact (P) is in full contact 
motor, until armature is in motion. The re- with Q. 
sistance is in the form of German silver 

wire or other like substance which offers re- Switches for the “automatic gear shift” 
sistance to the flow of current. A further do not require resistance. See chart 16OB. 


*The Storage 

The electric current is supplied to the 
starting motor from a storage battery. The 

voltage is usually 6 volts, but some systems 
use 12 to 18 volts, others 24 volts. 

The voltage of storage battery can be as¬ 
certained, by counting the number of cells. 
For instance, if there are three cells then the 
battery is a six volt battery. If there are 
six cells it is a 12 volt battery. Each cell 
gives two volts—no matter how large or how 
small, (see instructions 3 2 and 32A.) 

*The amperage or quantity of current 
consumed by a starting motor varies. The 
average length of time the starting switch 
is down is about 10 seconds. Therefore, 
this great quantity of current being drawn 
from the battery it must have large heavy 
plates as well as large connections from one 


Battery. 

cell to the other. 

Large wire for conducting the current to 
the motor is also necessary, (see pages 4 25 
and 427.) 

The average cranking current is 200 am¬ 
peres or more when first starting—for say 
y 2 of a second, then 150 amperes as the en¬ 
gine flywheel turns. The voltage of a 
charged battery when being used for start¬ 
ing, drops to approximately 5.4 volts. See 
page 410. 

(This test was made on a leading battery at a 
temperature of electrolyte of 86° F.) This of 
course varies according to compression, size of 
engine, etc. 

The overload on the battery, it will he noted, 
is considerable, in fact, it is a temporary dead 
short-circuit for an instant, but being only momen¬ 
tary—a good battery will stand it. (see pages 427, 
400 and 408.) 


iCharging the Storage Battery. 


A starting and lighting storage battery, 
could be charged by removing it from the 
car and taking it to a charging station, but 
owing to the great amount of current used, 
the size of the battery required, in order 
to last for a satisfactory period of time, 
would necessitate entirely too large a bat¬ 


tery. Therefore a dynamo, also termed a 
“generator,” is operated from the engine. 
When the engine is running the car at a 
speed of ten miles or more per' hour, this 
generator, generates electric current and 
stores it into the storage battery, The gen¬ 
erator is treated in the next instruction. 


*See “index” for explanation of “volts and amperes,” also index for “storage batteries.” 
Only “direct” current is used for starting motors. See “index” for “direct” current. 

fThe positive terminal of a storage battery is usually grounded, if system is a single wire. 
The negative could be grounded, as it would make no difference. 


328 


DYKE’S INSTRUCTION NUMBER TWENTY-SIX. 




Fig. 1—Starter design, 
showing round and square 
types of magnet and 
method of obtaining com¬ 
pactness through field 
wind Ing considerations 
and filling of magnet 




spaces 


Field Magnets. 

Or “polo pieces” are usually fitted with poles for 
the field windings (W) as shown in fig. 1. All 
starting motors have two or four poles (P) as shown. 

The illustration on page 323 shows the principle 
of winding but are never constructed as illustrated 
on that page. A-B-0 are “multi polar” types with 
4 poles and windings. D, is of the “bi-polar” type 
with two field windings. All starting motors are 
scries wound. 

When the multi polar field is used the conduc¬ 
tors on armature, revolving between them, cut the 
magnetic lines of force many more times in one 
revolution so that as the size of machine increases 
the speed decreases—which is an advantage. 


Fly Wheel and Crank Shaft Drive. 

Pigs. 4 and 5 is a typical example of a starting 
motor (the Westinghouse). This motor is for fly 
wheel drive and could be equipped with the “Ben- 
dix inertia gear drive” page 326. Or with the 
Bijur below. 

Fig. 6 shows double reduction gearing inside of 
motor housing, if starting motor is intended for 
crank shaft drive—which allows for slow speed 
connection, by chain or gears to crankshaft—see 
page 324, fig. 7. 



Fig. 4. For fly wheel drive. Fig. 5 . For fly wheel drive. 


The Bijur Double Gear Drive. 

The Bijur double geared pinion shift (fig. 7) for starting motors driving 
through the fly wheel is similar in some respects to the Bendix (page 
826) and can be attached to the armature shaft (A) of any starting 
motor with shaft machined to fit it. 

Name of parts; A—armature shaft; B—drive shaft; D —driving gear; 
E—clutch; H—sleeve; L—clutch spring; M —pinion which meshes with 
fly wheel gear or pinion; O—light spring; X —pinion on end of arma¬ 
ture shaft. 


GEAR 

COVER 


To start engine; 


Driving gear (D) rotates drive shaft (B) through 

clutch mechanism 




Fig. 6 . 
Crank 
shaft 
drive. 


ARMATURE COMMUTATOR 


(E & F). This 
causes pinion (M) 
to screw itself 
to left along the 

shaft (P) and after meshing with teeth of fly wheel 
(M), continues to travel in mesh until (M) comes 
in contact with sleeve (H). It then pushes (H), 
the whole clutch assembly and driving gear (D) in 
same direction and compresses clutch spring (L). 

When the members are in this position there is 
sufficient pressure between the face of the driving 
gear (D) and the clutch member (E) to cause the 
clutch to transmit to the driveshaft the power re¬ 
quired for cranking. This it continues to do until 
the engine begins firing. 

When the engine starts the pinion (M) is rotated 
faster by the flywheel than by the electric motor. 
It, therefore, Bcrews itself to the right and out of 
mesh with the flywheel teeth. On coming out of 
mesh the pinion is cushioned by the spring ( 0 ). 


CHART NO. 1G0A—Field Poles or Magnets of a Starting Motor. Example of a Starting Motor 
For Fly Wheel and Crank Shaft Drive. The Bijur Double Gear Drive. See page 373, ad¬ 
dress of Electric Motor Mnfg’rs. 















































































































































































































TIIE ELECTRIC STARTING MOTOR. 


329 



Starting Motor 
Switches. 

Can be operated by 
‘hand'’ or by “foot.” If 
hand operated it may be 
in the form of a “single 
pole” switch or a “push 
button,” If by foot it is 
usually by a foot pedal. 

Starting motor drive sys¬ 
tems are divided into three 
systems of drives; fly wheel, 
transmission and crank 
shaft drive. 

Switch for crank shaft 
drive: a “geared starting 
motor” connected to the 
crank shaft is usually em¬ 
ployed (see fig. 2, chart 
159). The starting motor 
drives through an over¬ 
running clutch on the en¬ 
gine shaft. Pressure upon 
the starting pedal of switch, 
closes circuit through the 
starting motor and battery. 
Releasing the starting pedal 
cuts off the current from 
the battery to motor. The 
switch that is used with 
this application has only 
a short travel as there are 
no gears to Bhift by the 
operation of the switch 
pedal. 

Switches for fly wheel 
drive may be divided into 
three clasiflcations as men¬ 
tioned below. 

Non-automatic mechani¬ 
cal shift, employs a switch 
lever that shifts the pin¬ 
ion (gear), also closes 
starting switch, first spin¬ 
ning the motor then shut¬ 
ting off the power till gears mesh with motor gear, turning from its momentum, finally throwing on full 
power and cranking the engine, see fig. 6, chart 160. 


Automatic mechanical shift. Worm shaft mechanism to throw pinion into mesh automatically with¬ 
out shock when motor starts; throws pinion out when engine picks up, see fig. 10 and 11, also chart 160. 
Note that a hand or foot operated switch or an electro-magnetic switch with push button can be used 
(see below). 

Bosch fly wheel starting motors (known also as the Rushmore system) operate on the electro mag¬ 
netic principle, but without extra gear shifting solenoid. “See chart 161.” 

Electromagnetic shift. A solenoid on one end of the motor throws a spirally cut pinion into mesh 
with gear on flywheel when the starting switch is closed and releases it when the engine picks up. 
Either foot switch or electrically operated switch with push button control can be used, see fig. 8 and 
4. Note the type switches which can be used with this system. ( Note in fig. 4—word over armature— 
reads: “starting magnet,” should be “shifting magnet.”) 

The “electromagnetic” gear shift, is the Rushmore principle, chart 161, also see figs. 3 & 4 above. 



Fig. 9. 



7 — ElcMro-MaKneticMN 
i-ratod Stuffing 8»IUb 
itoicatic Pmion Shift. 



Types of Starting Switches. 

Fig. 9. Shows a foot operated starting switch 
for automatic pinion shift” drive as “Bendix.” 
Contact is closed at (a) and (d) when (B) is 
depressed. 

Fig. 8 shows the “push-button” switch. Fig. 
7 the electro-magnetically-operated switch for the 
“electrically-operated automatic pinion shift” as 
shown in diagram of fig. 11 and chart 161, and also 
the automatic mechanically operated pinion or gear 
s-hifts see chart 160, fig. 8. 

The principle of the electro magnetic type switch: 
The operation of this switch is controlled by a 
push-button, (see fig. 8) which closes an auxiliary 
circuit from the battery. This circuit energises the 
electro-magnetically operated switch as per flg. 7 
and as shown in diagram of flg. 4 and 11. 

See chart 160 for switch of resistance type used 
with the “non-automatic” gear shift. 


CHART NO. 160B—Starting Motor Switches. 















































































































































330 


DYKE’S INSTRUCTION NUMBER TWENTY-SIX. 





This description will serve the purpose of ex¬ 
plaining all starting motors if the reader will hear 
in mind that the only difference between this start¬ 
ing motor and others, is in the movement of arma¬ 
ture against the tension of spring (see below) which 
causes gear (P) to mesh with flywheel gear (FG). 

Other starting motors are wound exactly as this 
one is wound, but the shunt wire or cable O or WI 
is omitted, which is necessary in this instance as 
will be explained. 

Other starting motor armatures do not shift, 
instead a Bendix drive, or other means for connect¬ 
ing gear P to FG is provided. 

Principle of this starting motor is as follows: 
Switch arm (R) is pressed down slowly by foot 
pedal (D), until connection is made from A to B. 
Note current from battery must then pass through 
resistance (E). The amount of current is thus 
limited. A small portion of the current will then 
flow through armature (A), while the greater por¬ 
tion flows through the motor field coils around pole 
pieces (PP), forming a strong electro-magnet of 
the field pole pieces (PP). 

Result is the armature is drawn endwise against 
tension of spring into the magnetic center of the 
motor or, in other words, into its working position 
between the pole pieces. The passing of the small 
amount of current through the armature causes the 
armature to rotate slowly, and as the rotary motion 
occurs simultaneously with the shifting of the 
armature endwise, the meshing of the motor pinion 
(P) with the gear ring on the engine flywheel (FG) 
is accomplished quickly and positively. 


Immediately after connection is made at A and B, 
the switch pedal D is pressed down until R is in 
contact with C, therefore the resistance (E) and 
the connections A and B and shunt cable O or WI, 
are cut out of the circuit and a straight series 
motor connection (which is connections for all other 
starting motors) is established, allowing the entire 
current to pass through the motor field and arma¬ 
ture windings in series, from (+) battery to C, 
then through arm R to brush B; to lower brush B; 
through field windings; out W back to (—) battery, 
thus causing crank-shaft of engine to turn over 
until engine starts firing. 

As soon as the engine starts, the starting motor 
is relieved of its load, and the current passing 
through it drops rapidly in volume, this being a 
characteristic of all series starting motors. In con¬ 
sequence, the strength of the field magnets is lessen¬ 
ed to a point where the spiral spring in the end 
of the armature shaft overcomes the magnetic at¬ 
traction holding the armature, and returns it to the 
original or non-operating position; it is this action 
that automatically and positively throws the arma¬ 
ture shaft pinion (P) out of mesh with the flywheel 
gear (FG). Thereafter, until the starting switch 
is released, any current which continues to pass 
through the armature will merely cause the latter 
to revolve freely but without meshing with the fly¬ 
wheel, due to the fact that the amount of current 
utilized Avhen the motor is running free and shunt 
wire O is out of the circuit, is not sufficient to over¬ 
come the tension of the spiral spring. The switch 
should be released quickly. 


nv. 


Fig. 4; C, commutator; B, brushes; L, laminated iron core. A. W. T.—armature winding terminals. 
B. B., brass bands around armature to hold coils in place. F. C. and PP., field core, or pole pieces. F. 
W., field winding. A. S., armature shaft. S, segment of commutator, where armature coils connect. 
MI., mica insulation between the copper commutator segments. P, drive gear or shaft pinion. FG fly¬ 
wheel driven gear. 


EYf~ FIELD WINDING. O- BRUSHES. 

D- STARTING PEDAL, E-pES/STANCE. 


SNAIL C A&LE (O) 


STARTING FW/7CH 


SPRING 


FW. 


CHART NO. 161— The Rushmore Principle of Starting Engine through Flywheel with “Dis¬ 
placement” Type of Armature. This system is now known as the Bosch System. Tt is also called 
an “Automatic Electro-Magnetic Gear Shift” system. 










































































































































































































































































































THE ELECTRIC STARTING MOTOR. 


331 


Bendix Starting Motor Inertia Gear Drive. 


The winding on the starting motor as well 
as on others, is a series winding and would 
be similiar to starting motor shown on page 
330, except there is no shunt wire (O) from 
switch to starting motor. The path of the 
circuit would be a straight series connection 
from battery to switch; switch to armature 
brush; armature brushes to field winding; 
field winding back to battery. See lower 
illustration, page 360, and note one wire from 
switch to battery can be grounded. 



This armature does not shift, instead, the 
gear A shifts, which meshes .with flywheel 
gear D. The action being as follows: When 
starting button of switch is pressed down 
the connections are made as explained above, 
which causes armature to rotate rapidly. This 
causes gear (A) to travel towards motor on 
the coarse threaded sleeve (B) and mesh 
with gear (D) on flywheel. B is connected 
to armature shaft through spring (C) which 
allows a certain amount of flexibility and 
prevents too sudden application of the gears. 

As soon as gear (A) is fully engaged with 
flywheel gear (D), it comes up against a stop 
and is locked firmly to sleeve (B), thus rotat¬ 
ing with the starting motor armature shaft 
and allowing starting motor to crank engine. 

When the engine starts under its own 
power and the starting button is released, 

the small inertia gear (A) is thrown out of 
mesh with the flywheel gear (D), and the 
starting motor comes to rest. 

Note: The Bendix type of drive shown in fig. 8, 
page 326; the spring is positioned at inner end of 
sleeve and gear A travels in opposite direction. 
The principle however is exactly the same. In 
this construction counter-weight on gear (A) is in 
the form of a flange. 


fCare of Starting Motor. 

Lubrication: The bearing at the commutator 

(rear) end is fitted with a wick oil cup under¬ 
neath the bearing. The wick dips into the lubri¬ 
cant and the upper end rests against the armature 
shaft, so the oil is constantly fed to the bearing. 
The wick should be cleaned with gasoline and 
the oil cup filled with non-fluid oil or vaseline 
once every 3000 miles. Oil hole is on top of bear- 
ing bracket. 

Commutator: The commutator and brushes can 

be exposed by unscrewing the screw in (E) and re¬ 


moving the band cover. Do not touch the commu¬ 
tator so long as the motor starts properly. If it 
becomes dirty, clean with a piece of canvas mois¬ 
tened with gasoline; if rough, polish with No. 00 
sand paper while revolving. See pages 407, 404 for 
“Care of Starting Motor.” 


Bendix Starting Motor Troubles. 

In case the starting motor fails to start the en¬ 
gine when the starter button is pressed, the follow¬ 
ing will be found helpful in tracing the trouble: 
(1)—Ignition switch in “off” position. (2) — 
Throttle closed; (3)—Carburetor not choked; (4) 
—Loose ignition wire connections; (5)—Interrup¬ 
ter breaker points out of adjustment; (6)—No gas¬ 
oline in main tank; (7)—No gasoline in gravity 
tank. Remove carburetor float chamber cover and 
if no gasoline, see that shut-off cock underneath 
gravity tank is open. If there is gasoline in the 
main tank and none in the gravity tank, see gas¬ 
oline feed instructions for remedy, page 165. 

Starting motor runs, but does not crank engine. 
This trouble is only apt to occur in extremely cold 
weather when the oil congeals, causing the starter 
inertia gear to stick, and not move into mesh with 
the flywheel gear. A slight tapping on the starting 
motor housing will usually overcome the difficulty, 
but if this fails, start the engine with the hand 
crank and when motor is warmed up, it will 
operate properly. 

Starting motor does not run. This might be 
caused by any of the following: (1)—Loose con¬ 
nections at either starting switch, starting motor 
or battery; (2)—Battery discharged. (Test solu¬ 
tion with hydrometer; (3)—Dirty starting motor 
commutator; (4)—Worn or loose brushes. (See 
pages 407 and 422.) 

If pinion goes into mesh with a “bang” and 
there is considerable noise while cranking, it is 

evident that the clamping bolts (R) fig. 2, have 
loosened. Be particular to line up the motor prop¬ 
erly before drawing them up. By turning the 
threaded sleeve (B) with the fingers, the pinion 
(A) can be moved into mesh, and unless it meshes 
easily, it is not in line. 

Starting switch—good contact and a quick re¬ 
lease, is important. Examine spring occasionally 
as it must be in good order to prevent damage to 
gear teeth. Keep clamping bolts (that hold down 
motor) drawn up snug at all times, otherwise 
motor will shift out of line. 

Occasionally a Bendix drive gear will stick in 
mesh, and will not release after the engine has 
started. This is often caused by improper align¬ 
ment of a starting motor. Or if the gear meshes 
harshly, or spins considerably without meshing, 
proceed as follows: (1)—Remove bolt R, spring 
C, and threaded sleeve (B) ; (2)— Wind a strip of 
emery cloth around a stick and clean inside of 
sleeve B; (3)— Clean armature shaft; (4)— Apply 
small amount of light graphite grease to inside of 
sleeve (B) and replace parts; (6)— Don’t great# 
any other part of this drive mechanism as the 
action of the starter depends upon the inertia weight 
on gear A, and this action is hindered if grease, 
or dirt is on threads of B; (6)—See that starting 
motor is in perfect alignment. If not, place A* 
shims under it. 



Fig. 2—Bendix drive troubles may develop from 
rust and dirt collecting on the inner drive shaft and 
sleeve. This should be cleaned out by means of 
emery paper, being careful no trace of emery is 
left. 


CHART NO 161A—Example of a modern Starting System; the Electric Starting Motor with a 
Bendix Inertia Gear Drive. The Bendix drive is used on different makes of starting motors and 
is the most popular system in use. (See also, fig. 8, page 326). 

See page 360, for King wiring diagram. See also page 668 for clutch adjustment of the King Car. fRefer. 
to the starting motor used on the King Car. 










































































332 


DYKE’S INSTRUCTION NUMBER 


TWENTY-SEVEN. 




riXMl/VAL 

K 


END 
PL A 


IcARO'HV 

0 HU 5 * 


FIELD 


no 5 1 



BRUSH 

holder. 

u- 
L.ATEO 


Fig. 4. A modern direct current (dynamo) gen¬ 
erator. The cut-out is sometimes placed in the 
generator or on the inside of the dash. 

Fig. 5. There are two “field poles” (PP). 
Around the field poles are windings. When arma¬ 
ture revolves current flows through the field wind¬ 
ings causing field poles to become magnetized, 
therefore the field poles (PP) are “electro-magne¬ 
tized.” When the field poles become magnetized 
the “lines-of-force” pass from one pole to the 
other and as armature revolves between the poles, 
the lines-of-force are cut and current generated, as 
explained on page 267. The question would then 
arise, where do field poles obtain their intial lines- 
of-force to start with? See answer on page 737. 

Fig. 6. Illustrates the brush holders and 
brushes, which are mounted on end of generator as 
shown in fig. 4. There are usually two brushes on 
a generator and four brushes on a starting motor, 
for reasons explained on page 325. There are 
also, usually four field poles on a starting motor, 
due to the fact that considerable power is required 
and the pulling power of the “electro-magnetized” 
fields must be very strong. 



Fig. 1. A shunt wound 

or core; PP, pole pieces; 
commutator; B, brushes. 




' r OHAGE 

BATTERY 


-OH 
HD 
HD 

L/GHT5 


dynamo. FC, field poles 
A, drum armature; C, 



storage 
&A TTEHY- 


5£7?/£S W//V#//V<3r 
SHUNT \AL/LVOL/V& 


LIGHTS 


Fig. 2. A compound wound dynamo. Note the 
two windings on FC. 


Fife 


Fig. 1. A “shunt wound” generator. Note 
connections from field windings is shunted across 
the circuit at the brushes. As the speed of arma¬ 
ture increases, greater the flow of current through 
the shunt field windings, and greater the lines-of- 
force produced in PP, and consequently greater 
the output of generator. For this reason an ex¬ 
ternal “regulator,” to cut down the strength of 
the magnetism of the field poles (PP) is required. 
Usually a “voltage type regulator,” as explained 
on pages 342 and 925 are employed, where gen¬ 
erator is a plain shunt wound generator. 

Fig. 2. Illustrates a “compound wound” gener¬ 
ator. Note in addition to the “shunt winding,” 
a “series winding,” is also wound on the field 
poles. The external “regulator” is seldom used 
with this system but is inherent or within the 
winding as explained on page 345, under “buck¬ 
ing-series regulation,” wherein the “series wind¬ 
ing” opposes the “shunt winding” at high speeds, 
thus reducing the magnetism in field poles and 
preventing an excess of voltage and current at 
high speeds. 

Fig. 3. On above generators the fields are 
“electro-magnetized,” that is, they are magnetized 
by the flow of current through the field windings. 

In fig. 3 (Esterline gener¬ 
ator), there are “perman¬ 
ent magnets” in addition to 
the “electro-magnetized” field 
—classed as a “compound 
generator.” 

The permanent magnets 
serve the same purpose as 
the shunt field. At low speeds 
the field windings assist the 
permanent magnets and at 
high speed they oppose them, 
so the output is maintained fairly constant. An 
auxiliary winding (Z) is used to increase the out¬ 
put when lamps are turned on. Armature is 
“drum” type. 




Fig. 7. A “shuttle” type of armature used on 
magnetos which generates “alternating” current. 
Note instead of a commutator, there is a “collector 
ring”. Not suitable for charging a storage battery, 
(see also, page 256). 


Fig. 8. A “drum” type of armature used on 
“direct” current generators which is suitable for 
charging batteries. All generators produce alter¬ 
nating current, but the “commutator” with two 
or more brushes direct the flow in one direction, 
thus establishing a positive ( + ) and negative (—) 
terminal at the brushes, whereas the current taken 
from a “collector ring” on a shuttle type arma¬ 
ture alternates from positive to negative and visa 
versa. 


COMMUTATOR 



CHART NO. 162—Principle of The Direct Current Generator. 

Note: Cut-out is not shown connected in figs. 1 and 2 but is very necessary. See page 334 for purpose andi 
description of a cut-out. 

























































































































































































THE ELECTRIC GENERATOR. 333 

INSTRUCTION No. 27. 

THE ELECTRIC GENERATOR: Principle, Construction, Oper¬ 
ation and Drive. The Magnetic Cut-Out. Series, Shunt and 
Compound Windings. Regulating Methods; Bucking Series, 
Mechanical Governors, Third Brush, Voltage or Potential 
and Thermal. Ignition from Direct Current Generator. 


Relation of a Generator to an Electric Motor. 


**The electric generator is similar in many 
respects to an electric motor. The principal 
difference being in the winding. The motor 
is usually “series” wound and the copper 
wire is heavy or coarse, in fact it is in the 
form of copper strips on some motors. With 
a few minor changes the electric generator 
can be run as a motor, using the same 
winding. 

The series motor possesses great starting 
power, but under a light load may attain a 
dangerously high speed. A series dynamo, 
to be used as a motor, and run in the same 
direction as it does as a dynamo, m'ust have 
the leads from the brushes interchanged. 

A “series” wound generator will rotate 
in an opposite direction to that as when run 
as a motor. 

A “shunt” wound generator when used 
as a motor, will turn in same direction as 
when used as a generator. 

The shunt wound motor has not such great 
starting power as a series wound machine, 
but runs much more uniformly in speed un¬ 
der a varying load. Brush leads remain as 
in dynamo for the same direction of rotation. 

**Principle of 

*Dynamo machines. This machine is 
based on a discovery of Faraday, who found 
that when a conductor is moved across a 
magnetic field, a momentary current of elec¬ 
tricity is generated in it by what is called 
induction. 

The dynamo consist of two main parts— 

(1) , a means of producing a strong mag¬ 
netic field, known as the “field magnets”; 

(2) , a series of conductors in which the 
currents are generated by induction, called 
the “armature.” 

One of these parts must be capable of 
rotation relative to the other. If one con¬ 
ductor on such an armature be connected 
to a galvanometer it will be noticed that 
during half a revolution, either of the ar¬ 
mature or field magnet, the current is in 
one direction through the conductor and 
that for the other half of the revolution the 
current is in the opposite direction. 

Such a current is called an “alternating” 
current, and the machine producing it is 

*A dynamo and generator are referred to as the 

ciple of the dynamo and motor—we recommend 

this hook. 


A “compound wound” generator, when 
used as a motor will turn in an opposite 
direction—providing that if the “series” 
part is more powerful than the “shunt” 
and in the same direction if the “shunt” 
is more powerful than the “series”—this 
is called a differential winding and will 
be explained later in the Entz and other 
systems where the same machine is used for 
a motor or generator. 

The compound wound motor is about 
equal to the shunt motor in starting power, 
and runs at an almost constant speed under 
all loads. Brush leads for motor remain 
as in dynamo. To reverse direction of ro¬ 
tation of motor, current must be reversed 
through armature. 

The generator, however is usually separ¬ 
ate and distinct from the starting motor. 
The Delco however, (in some of their sys¬ 
tems) employ one armature with two com¬ 
mutators; one operating when used as a 
generator and the other when used as a 
motor. The Entz system is another exam¬ 
ple of one armature with two windings, 
used for both a generator and starting 
motor, see page 352. 

the Generator. 

called an alternating current generator, or 
a “magneto.” 

**If such a machine is fitted with a num¬ 
ber of metallic segments insulated from 
each other, called a “commutator.” to 
which equidistant conductors of the arma¬ 
ture are joined and two brushes are placed 
on opposite segments (for a two-polo ma¬ 
chine) of this arrangement so that the ar¬ 
mature of the machine can be rotated while 
the brushes remain fixed and make contact 
with the segments as they rotate, and so 
arrange the brushes that just as the cur¬ 
rent is reversed in a conductor the segment 
attached to that conductor is under the 
brush, the current produced will bo con¬ 
tinuous in direction. A machine so ar¬ 
ranged is termed a continuous or “direct” 
current dynamo. 

A dynamo is perfectly reversible. If 
electrical energy is supplied, it is trans¬ 
formed into mechanical energy and when 
thus used is spoken of as a motor. 

same. **Tliose desiring to go deeper into the prin- 

“Lessons in Practical Electricity”—see ad back of 


*A11 dynamos would be alternating if current was taken direct from armature by a c ,°. lle ^ or 
spring 11 a™ on a magneto. The commutator (see fig. 3. page 323) commutates or directs the flow 

in one direction. 


334 

— 


DYKE’S INSTRUCTION NUMBER 


TWENTY-SEVEN. 


Principle of Reverse Current Cut-Out. 


Purpose of a direct current generator and 
storage battery, and how the generator is 
driven is explained on page 3 37. 


Purpose of an automatic cut-out is explained 
on page 337. 



How the Cut-Out Operates. 

When engine is idle, battery supplies current 
for ignition, lights, horn and at all times sup¬ 
plies current for the starting motor, if 
charged. The battery is disconnected from 
the generator (fig. 1) through points D of 
cut-out being open, when engine is idle or 
running slow. 

When engine is started and running less than 
10 m. p. h. car speed, the generator current is 
building up magnetic strength around iron 
core B through the fine wire shunt winding 
A. As speed increases, voltage of generator 


increases up to a certain point (explained 
under ‘‘regulation ’* below). 

When engine speed reaches about 10 m. p. h. 
(high gear), generator speed is sufficient to 
generate enough voltage (about 6.8 volts), to 
overcome voltago of battery (6 volt battery 
in this example), also for shunt coil A to mag¬ 
netize core B and draw blade C to it. This 
closes circuit between generator and battery 
and battery begins to be charged and genera¬ 
tor supplies the current for lights and igni¬ 
tion. Battery simply “floats on the line .” 
Generator current is now flowing through 
both coils A and L in same direction. 

When generator slows down, so that voltage 
of generator is less than that of the battery, 
battery will discharge through series coil L 
and in doing this it is flowing around this 
winding L in opposite direction to what it did. 
This reversed current flow opposes the now 
weak flow of current from generator around 
coil A, with result core B is demagnetized 
and releases blade C, which is drawn from B 
by spring SP. This opens points D and bat¬ 
tery is now disconnected from generator. 
Above action is repeated over and over as 
engine speeds up and slows down. See also, 
pages 337, 342, 344, 339, 338, 864B. 

It is also necessary to regulate the output of 

a generator—see below. 


How the Output of a 


The purpose of regulating the output or cur¬ 
rent generated by a generator is explained 
on page 337. 



Fig. 8. A shunt wound generator—showing how 
current is taken from brushes to energize field mag¬ 
nets. A plain shunt wound generator usually re¬ 
quires a magnetic type of current regulator as 
in (A). 



Generator is Regulated. 

The different methods of regulation are ex¬ 
plained on pages 33 7, 34 3, 345. 



IRON RESISTANCE ACROSS BUCKING COILS 



A—“Magnetic” method of regulating the output of 
a shunt wound generator by cutting resistance 
into the field circuit through magnet (S)—see 
page 342, fig. 9. 

B—The “thermal” method—see page 339, fig. 1. 

C—A “mechanical governor” method. A clutch 
releases over certain speeds, thus keeping the 
speed constant—see page 351. 

The “third-brush” regulated generator, page 925 
and 389, and “reversed compound field windings” 
on generator (page 345), require no external de¬ 
vice as a regulator, to keep the output constant. 


CHART NO. 103—Purpose of the Direct Current Generator, Storage Battery, Cut-Out and Regula¬ 
tion of Output of Generator. (Motor Age.) 

"There are two general adopted methods of regulation; the “constant voltage” and the “constant current” 
regulation—see page 925. Each involves different methods—see also pages 343, 345, 864C and 410. 



























THE ELECTRIC GENERATOR. 


335 


*Parts of the Direct Current Generator (Dynamo.) 


The parts of the generator are: (1) The 
armature; in which the current is generated. 
( 2 ) The field cores or magnets; “perma¬ 
nent” or 4 ‘electro.’ ; (3) The pole nieces; 

bi-polar or multi-polar. (4) Commutator. 
(5) Brushes; metallic or carbon. (6) Reg¬ 
ulation of current output. 



Fig. 1. Parts of a direct cur¬ 
rent generator with one field wind¬ 
ing above armature. 


S//*-/**rfc* CennurATt* fteco C&L O/i D>JTAiauTO# 



Fig. 2 Parts of a direct current generator with 
two field windings, one on each side of armature. 


The Generator Windings. 

The windings on the field-cores of a gen¬ 
erator; instead of a plain “series” wind¬ 
ing as on a starting motor, there is a 
“shunt” or “compound” winding, see figs. 
1 and 2, chart 162. Note the terminals of 
the field winding are connected to the 
brushes, instead of one end of field wind¬ 
ing going to the battery as in fig. 1, 
chart 168. 


The word “shunt” means an additional 
path established for the passage of an elec¬ 
tric current or discharge. Another winding, 
is the “compound winding,” see fig. 2 
chart 162. 6 

Continuous or “direct” current dynamos 
are divided into three classes, differing in 
the manner in which the field magnets are 
wound. 

1. Series machine. Coils on field mag¬ 
nets consist of a few turns of large wire, 
through which all the currents generated 
flow; joined in series with armature and ex¬ 
ternal circuit. 

2.. Shunt machine. Coils on field magnets 
consist of many turns of small wire arranged 
as a shunt to external circuit, and allow¬ 
ing only a small fraction of the total cur¬ 
rent generated to flow through them. 

3. Compound machine. Partly excited by 
shunt and partly by series coils. 

The field core is that part of generator 
on which the wire winding is wound. When 
wound with insulated wire and a current 
of electricity passes through them, they 
are called “electro magnets,” meaning that 
they are magnetized when running; at which 
time current flows through the wire wind¬ 
ing and magnetizes the core thereby pro¬ 
ducing the magnetic field in which the ar¬ 
mature revolves. 

A generator which generates a “direct” 
flow of current can have either a “perma¬ 
nent” magnetized field magnet, as in fig. 
3, page 332, or “electro” magnetized 
fields, where the fields are magnetized osJy 
when armature is revolving—but in every 
instance the armature must be “drum’"’ 
wound type and not the “shuttle” type. 
The “electro field magnets” are more pop¬ 
ular. 

Sometimes “permanent” magnets are 
used for the field magnets, for instance fig. 
3, chart 162, on a “direct” current gener¬ 
ator, and the appearance being similar to 
a magneto, the impression is formed that it 
must produce an alternating current. By 
referring to page 256, the subject of “al¬ 
ternating” current magneto type of genera¬ 
tor is explained. 


Armature. 


The type of generator used for charging 
storage batteries and also for ignition when 
used in connection with a storage battery 
and lighting system generates a “direct” 
flow of current. 

A generator which generates a “direct” 
flow of current must have a “drum” type 
of armature. If armature was of the 
“shuttle” type, as per fig. 4, page 256, 
it would make but two waves of current at 


each revolution; the waves being strongest 
just as the end of armature breaks from 
the pole piece, and not being provided with 
a commutator, to change the direction of 
the induced current, this armature would 
generate alternating current; because alter¬ 
nating current does not flow in one direc¬ 
tion continuously is the reason why it is 
not suitable for charging a storage battery. 
To charge a storage battery the current 
must flow in one direction continuously. 


*See also page 733. Generators usually have 2 brushes because the current output is seldom over 
22 amperes. The starting motor usually has 4 brushes because the current required for starting 
motor is over 100 amperes. 

















































































336 


DYKE’S INSTRUCTION NUMBER TWENTY-SEVEN. 





r 

Distributor 

initcRur reft* 

star 


SPROCHET WITH 
A/V O VSR R UN NINO 
CLUTCH GOES 
CONNECTS W/r// SPROCKET 
ON STARTING MOTOR . 


Worm 

DR IV! NO DIS¬ 
TRIBUTOR D 


GtNE~ 
RAT OR 


M SHAFT 
WORM GEAR 

SHAFT ^ 

WORM OSAR A 


TICINO MARK c 


Fig. 1. Driving the generator from cam shaft, 
atao distributor and “interrupter,” but independ¬ 
ent from each other. The starting motor drives 
“through the crank shaft” by a silent chain and 
over running clutch. This system is a “three unit” 
system formerly employed by “Studebaker Six.” 
See page 244, fig. 4, for description of this 
“interrupter” timer. 



Fig. 5. Generator driven by belt which drives 
the fan. Starting motor is the “automatic elec¬ 
tro magnetic pinion shaft” drives through 
fly wheel. This system would be termed a 
“three unit system.” 

The ignition is the Atwater-Kent system and 
is driven from cam shaft separate. This system 
formerly used on Regal. 



Fig. 3. The generator and starting motor are 
combined in one. Drive is through transmission 
shaft by means of a silent chain. The ignition is 
independent. This is a “two unit system.” This 
system formerly used on Chalmers, see chart 171. 



Fig. 6. Generator, driven by gears and silent 
chain. 



stur rm 


ENGINE 


wrrssrfH 


&&&'*> TR/QurortrX. 

^Pfr^OcrwrF/fop 

TCP. 









Fey 



WFTL 



SPH//V& 

wot* o*/vr/i gear % 


l EVER TO OPF#M< 

sw/rcn ONO mesh 

WO/Yff 9RTVE G£#K 


•ORH ORfVE 
GFAK PTFSHFS 
W tTH DR/VEty 
WORM OSAM 
ON TRANS. SHAFT. 


Fig. 4. Generator driven by gear from crank 
shaft. The starting motor drives through the trans¬ 
mission shaft. Ignition is the “interrupter” type 
mounted on the generator but driven independent 
of the armature shaft, otherwise, on account of the 
clutch on other end of armature shaft the timing 
would be thrown out of time. Reo system. 



Fig. 7. Generator and motor combined. One 
armature serves for both. Generator driven 
from pump shaft also distributor and timer 
Starting motor drives through the fly wheel. 
Delco system used on Hudson, Cadillac, Olds, 
Buick, and others. 


CHART NO. 1G4—Various Methods for Driving Generators. “See Specifications of Leading Cars »» 
giving makes of systems used on various cars. b 1 

































































































































































337 


THE ELECTRIC GENERATOR. 


Charging Storage Battery—from Gener ator—how Connected and Disconnected 

from Generator by the Automatic Cut-Out. 


Drive: The electric generator is oper¬ 
ated by belt, chain, shaft, or gear drive 
from the engine, and supplies electric cur¬ 
rent to charge the storage battery and also 
for lights, ignition, etc. 

Purpose: When the engine is not run¬ 
ning, or is running at a very low speed, the 
lights and ignition are supplied entirely by 
the battery. This provides a “constant” 
source of supply of current for ignition. 

Automatic cut-out: A magnetic switch, 
called an automatic “cut-out” is placed 
in the circuit between the generator 
and storage battery. This device auto¬ 
matically connects the generator to the light¬ 
ing' system and battery when the engine is 
running at—say, approximately 7 to 10 
miles per hour car speed or over, so that 
generator can charge battery and supply 
current for lights and ignition. 

When running at less speed, the “ cut¬ 
out’ ’ disconnects the generator from the 
battery and lighting circuit, and the bat¬ 
tery then supplies the current. 

If lights are burning when generator is 
connected to battery, then the generator 
furnishes part of the current to them; as 
the speed increases, the proportion of cur¬ 
rent supplied by the generator increases, 
until at high speed the generator supplies all 


of the current to the lights, and in addition, 
charges the battery. The amount of cur¬ 
rent the generator supplies to the battery, 
depends upon the number of lamps burning, 
and the speed of the engine. 

Therefore the purpose of the automatic 
“cut-out” is to open the circuit (as at D, 
page 334), when the generator is running 
slow or not running at all, so that current 
will not flow back into generator. Also, to 
close the circuit when generator is running 
fast enough, so that the generator will 
charge battery and supply current to the 
lights. 

Floating a Storage Battery on the 
Line. 

This term refers to the storage battery 
used in connection with a generator, where 
the ‘storage battery supplies current for 
lights, when generator is running slow or 
not running at all, as explained. 

The generator charges battery and sup¬ 
plies current for lights, when running at suf¬ 
ficient speed. If the speed of engine is 
varied, part of time the battery would be 
in use and part of the time the generator— 
the battery would then be “floating”— 
see chart 163. The “cut-out” would be 
changing from one to the other—owing to 
the variable speed of engine. 


^Regulation of Out-put of Generator. 


In a dynamo, the voltage increases with 
speed. The dynamo begins to charge the 
battery, at about 7 to 10 miles per hour, but 
it is also desirable to charge battery and 
supply current for lights at a higher speed. 

As the voltage increases with speed, then 
the lights would be burned out and generator 
would be injured by excessive sparking at 
commutator, and an excessive amount of 
current would flow to the battery. 

Therefore some form of “regulation” 
must be used to keep the voltage or poten¬ 
tial and amperage or quantity of current 
constant at high speeds. 

**Methods of Regulation. 

Regulators are classed as, “current” 
(amperage) regulators and “voltage” reg¬ 
ulators, and operate in various ways. 

(1) By methods of winding the field 
coils as shown in figs. 1 and 2, chart 162; 
compound and shunt connected, which con¬ 
trols the current (amperage) production at 
high armature speeds, and holds the cur¬ 
rent to the proper output. See also, page 343. 


(2) By electrical magnetic devices as 
shown in charts 165 and 168; which forces 
the current to travel through a resistance, 
thereby weakening the strength of the mag¬ 
netic field and consequently the output of 
the dynamo. These regulators can be wound 
to control the voltage or the current. 

(3) By a mechanical governor which con¬ 
trols the speed of the armature to a fixed 
number of revolutions (see chart 170 fig. 3). 

(4) Thermally, by an increase of resist¬ 
ance coming into play in connection with 
the shunt field winding by means of a rise 
in temperature, due to increased current flow 
—as explained in Rushmore generator sys¬ 
tem (chart 166, figs. 1, 2 and 3). 

All regulation methods will bs explained, 

under the description of different electric 
systems. For instance under “I)elco” the 
“variable resistance” “reverse series” and 
“third brush” regulation will be treated, 
which are also explained on pages 345 and 
925. 


There are two principles of compound windings in general use: “differential compound” per page 
343 and “cumulative compoud” per page 347. 

♦It may be well to mention that voltage means pressure, and amperage means quantity. The gen 
erator may be reading 5 amperes of current to the battery at a pressure of 6% volts, but while the 
volts would go to each light, the 5 amperes would not go to one light, alone, as the lights cannot take but 
from 1 to 5 amperes each, according to their size. In other words no matter what quantity of 
current goes to the battery, the resistancec of the lamp filament allows only so much current to pass 

through it_yet if a higher voltage goes to the battery, then the lights would be burned out. For as 

the voltage increases above the voltage the lamps are intended to use, the lights get brighter until 
filament burns out. **See also page 343 and 345. 


338 fS 


z>r#/?r/*scr 
PE OSH- frow 
DOHA/ 



Fig. 1: Starting Engine. 


When starting pedal Is pressed 
down, switch makes contact at (P 
and PI), causing current to flow 
from battery to (P), thence through 
resistance, causing motor to turn 
slowly. Further depression of pedal 
full contact is made at (Q). At 
the same time pinion gear engages 
with fly wheel gear. Engine crank 
shaft then revolves and engine 
starts— at which time the pedal is 
released and pinion gear is thrown 
out of mesh and switch opened, or 
.in other words, starting mo¬ 
tor is then out of service, as 
it has done its work in start¬ 
ing engine. The storage bat¬ 
tery supplies current for igni¬ 
tion and lights until a higher 
speed is reached. Note the 
'circuit is open between stor¬ 
age battery and generator 
at (Y3). 



Fig. 2: Generating Current. 


When the engine 
generator can be of 
to generate voltage 


STAFrrp. 
SWITCH NOW 


STARTlN G- 
PED*L VP 


Pi 



N_1 


w 


Fig 


! 


S* .V 




NS* * 








tL 




o°c> 4 


L. 





STOP PC, B 
BPTTEHY 


runs, the generator runs, but before 
any service it must run fast enough 
higher than the battery. Therefore 

when engine is running about 
9 or 10 m. p. h. car speed, 

the generator generates suffi¬ 
cient voltage to cause “cut¬ 
out” core (Y) to become mag¬ 
netized enough to draw cut-out 
arm (VI) to it—at which time 
the circuit is closed between 
battery and generator. Follow 
circuit from top brush of gen¬ 
erator through regulator coil, 
thence (V3) to battery. Re¬ 
turning from battery to lower 
brush. The “main field” 
winding is merely 
“shunted” across the 
wires from brushes. 
Generator now supplies 
current for ignition and 
lights and battery is 
“floating on the line,” 
see fig. 1, page 334. 


6 




^ . 


Fig. 3: 


STPPT/AYCr 
PEDPL 
NOW 



rent flows through the path which has least resistance 
(R), because of the opening at (S3). 


Regulating Current* 

When engine is running at a very high speed, generator will also 
run at high speed. As high speed causes generator to produce a high 
voitage which would burn out the lights and increase the charging 

current to battery more than desired 
a voltage regulator is used to regu¬ 
late this—note resistance (R). 

At a high rate of speed the regula¬ 
tor coil core (S), is wound, so that if 
over a certain amount of current 
passes through same, it becomes mag¬ 
netized sufficiently to draw arm (SI) 
to it, against tension of spring (S2). 
This action forces the “main field” 
current to travel through the resistance 
(R) (as its circuit has been opened at 
S3) thereby weakening the field mag¬ 
netism. When weakened suf¬ 
ficiently, the arm is drawn 
back again to (S3) by tension 
of spring (S2). 

In actual practice this arm 
(Si) vibrates in running back 
and forth constantly, owing 
to variations of speed of en¬ 
gine. 

Referring to fig. 2 again, 
note this resistance is not in 
action, because the field cur- 


But in fig. 3, it must flow through the resistance 


CHART NO. 165—A Simplified Example of Starting Motor and Generator at Starting and Various 
Speeds, showing Operation of “Cut-Out” and “Regulator,” also Switch with Resistance. 

*See pages 334, 344 and 342, explaining how and why the “cut-out” is demagnetized on reversal of current flow 
of battery and how and why it opens the circuit between battery and generator w-hen engine speed is reduced 
which is not explained in this chart. 








































































































































































































































































































THE ELECTRIC GENERATOR. 


339 


Thermal Principle of Regulation. 

The word thermal pertains to heat. There¬ 
fore we will see how heat can control the 
output of a generator (dynamo). 



Fig. 1—Diagram of Rushmore generating system. 
The bucking coil is a “series” winding on the 
field. The main field winding is “shunted” across. 
Cut-out is the usual magnetic type. 


♦Before reading further, study fig. 2. The path 
of current flow is from right brush (follow arrow 
points), to battery, through battery to iron ballast 
coil, through ballast coil to left brush of generator. 
A “shunt” or main field winding,” which is 
wound around the field pole is connected or shunted 
across the wires from brushes, which serves to excite 
or magnetize the field poles, so that when armature 
revolves, **lines-of-force are produced. Greater 


IRON 

BALLAST 

COIL 


CAMPS 

-o— 


—o-^ 

STORAGE BATTERY 

=H'l'!i— 



Fig. 2. — Diagram 
showing the main- 
field winding and 
bucking-coil or se¬ 
ries-winding and lo¬ 
cation of “ballast- 
coil’ ’ in circuit. 



Fig. 3.—The “Iron 
wire” “thermal” type 
regulator of current, 
called “ballast - coiF ’ 
which allows a certain 
quantity of current to 
pass, buo beyond that 
quantity the iron wire 
heats and offers resist¬ 
ance to flow of current 
in field, therefore the 
current must go through 
the bucking-coil or series 
winding (in figs. 1 & 2) 
which action does not 
permit the current to in¬ 
crease but keeps it at a 
constant strength. 


the speed, greater the lines-of-force, consequently 

greater the output. Therefore the purpose of the 
“bucking coil,” also called a “series winding,” is 
to reduce the magnetic strength of the field poles 
at high speeds, by means of counter excitation, pro¬ 
duced by the bucking coil, which consists of a 
few turns of magnet wire wound on the field poles. 
This “bucking coil” does not come into action 
so long as the current can pass through the “ballast 
coil”. The amount of current passing through 
this “bucking coil” is determined automatically 
by the varying resistance of a small coil of iron 
wire, called the “ballast-coil,” (fig. 3) which is 
made in the form of a cartridge fuse and carried in 
clips on the switch-block in the main line between 
the dynamo (generator) and the battery. 

At low dynamo speeds and outputs of current 
this “ballast coil” is cold and acts as a short cir¬ 
cuit or an easy path for the current flow, which 
diverts the current from the field bucking coil. 

As the output increases the iron wire on ballast 
coil becomes heated, although its resistance remains 
practically the same as when cold until reaching a 
certain “critical” temperature, just below the 
dull red heat, its resistance goes up with a jump so 
that, practically speaking, it will not permit another 
ampere to pass and after that any excess current 
must pass through the field bucking coil. 

At car speeds below 15 miles an hour, the 
dynamo acts as a simple uncontrolled shunt wound 
machine, while at the higher speeds, owing to the 
counter effect of the bucking coil the resultant 
excitation is barely 1/6 of the excitation due to the 
main shunt field coil alone. In other words, at 


high speeds, the current passes through the buck¬ 
ing coil instead of the high resistance of the heated 
ballast coil. Note the bucking coil is in series with 
the circuit, connecting as it does, above ballast 
coil to brush terminal. The current then flowing 
through the bucking coil around the field poles, 
bucks or opposes the shunt or main field winding, 
which reduces the magnetism or lines-of-force in 
field poles, consequently the output is reduced. Thus 
the effect of controlling the bucking coil by the 
current output is to produce an approximately con¬ 
stant current at high speeds. 

In order to keep the current in the “main shunt 
field coil’ ’ as nearly constant as possible, it is con¬ 
nected at a point beyond the ballast coil (fig. 2) 
instead of directly across the brushes. Thus it 
does not feel the fluctuation of voltage at the 
brushes. 

The voltage is determined by the storage battery 
and is simply the voltage required to force the 
specified current against the counter electromotive 
force plus the small internal resistance of the bat¬ 
tery. Assuming that the battery is in good con¬ 
dition the dynamo voltage will be slightly in ex¬ 
cess of the open-circuit voltage of the battery i. e., 
from about 614 to 614 volts, depending upon the 
state of charge. 

The battery is absolutely necessary to control 
the voltage of dynamo and must never be discon¬ 
nected therefrom while the dynamo is in use. 

Inherent Principle of Regulation. 
Inherent method refers to any method of 
regulating the output of a generator without 
the use of external agents, as resistance units 
or a separate mechanical regulator—see page 
343. 

Note the shunt and series windings on generator 
field poles. We know that when armature revolves, 
it cuts “lines-of-force” between the field poles. 
These **lines-of-force on a generator with a wind¬ 
ing on the field poles, are increased as the arma¬ 
ture speed increases. Therefore as speed of arma¬ 
ture increases, voltage increases. The generator 
current passes through the potential or voltage 
winding (P) of cut-out. When generator reaches 
the speed where voltage is higher than battery, 
then cut-out points (A) close, therefore generator 
charges battery. 



As speed continues to increase, the output also 
increases, therefore to prevent excessive output, the 
series-field bucks the shunt-field, as explained on 
page 345 (“bucking series regulation”), thus weak¬ 
ening the field magnetism or lines-of-force. There¬ 
fore we have a method of regulation which is 
inherent or within the windings of generator. 


CHART NO. 166—Rushmore (now known as Bosch) Thermal Principle and Bosch Inherent Prin- 

cinle of Regulating the Current Output of a Dynamo (Generator). 

♦Note the cut-out is not shown in fig. 2, but must be provided and placed in the circuit as shown in fig. 1. 
Its purpose is merely to connect and disconnect the battery to generator. 

♦♦See page 267 for explanation of “lines-of-force” produced by a “permanent-magnet ’ as on a magneto, 

and page 737 by an “electro-magnet” as on a dynamo. 



















































































































































340 


DYKE’S INSTRUCTION NUMBER TWENTY-SEVEN. 



Fig. 1.—A single unit system (one type of the Delco system, as an example. Combines a starting ' 
motor, generator (direct current), and ignition all in one machine. 

The one armature and one set of field magnets serve for both the motor and generator. There 

are two separate windings and two commutators, however. Ignition timer and distributor are mounted 
with this unit, but the distributor drive spiral gear is not attached to the armature shaft as would 
naturally be inferred but is connected to the pump shaft, or shaft driving the generator. In other 
words if connected to the armature shaft the action of the clutch used in connection with the genera¬ 
tor drive (not shown above) would affect the timing operation. 



MAG/YE TO 




STflftnMC’ 
mot OK 




tGMI TtOK 

c/STKiavrox 


Fig. 2.—The two unit system, divided into classes: A and B. 


A—Where starting motor and generator are 
combined in one unit and the magneto (or coil 
and distributor) for ignition in another, it is called 
a “two unit“ system. The above illustration is 
supposed to iillustrate a “double decker,” meaning, 


generator is placed over motor, using a separate 
urmature and separate field magnets, see page 352. 

B—Starting motor in one unit—generator and 
ignition in another. This is also a “two unit” 
system. 



Fig. 3.—The three unit system-—These are separate parts. The ignition can be of the “magneto” 
alternating current type, or of “coil and distributor” direct current type, in fact any ignition system 
separate from the generator and motor, can be used. 


CHART NO. 1G7—Different Methods Employed to Combine and also Separate the Starting Motor, 
Generator and Ignition. 


NOTE—There are many other types of motor-generators, but we will not show all of them in this treatise, 
but will confine our instruction to the general principle. After the principle is mastered, then the reader ought 
to be able to understand all systems. 

































































































































































































THE ELECTRIC GENERATOR. 


341 


Driving the Generator. 


The generator must run when the engine 
runs, because it is necessary to recharge the 
buttery and supply current for lights; and 
in many instances, ignition also. Ignition 
current, however, for starting, is provided 
by the battery. 

The generator is usually driven from 
crank shaft or cam shaft, by means of chains 
or gear, or driven from the pump shaft. 
In some instances, it is driven from the 
drive shaft of the transmission. (See chart 
164, fig. 3). 

Over running generator clutch; when the 
starting motor and generator are combined, 
for instance see fig. 7, chart 164, note the 


starting motor drives through the fly wheel 
and generator is driven through the pump 
shaft. A “clutch” must be provided be¬ 
tween this pump shaft and armature shaft, 
else the starting motor could not be inde¬ 
pendent. 

The overrunning clutch enables the motor 
to turn the engine over when the power 
comes from the motor, but permits the en¬ 
gine to run forward without turning it. 
Therefore when power is cut off the motor, 
the engine can continue to run on its own 
power but the motor comes to rest . (The 
roller type clutch is the type in general use, 
see figs. 5 and 6, page 351, for the prin¬ 
ciple). 


Ignition from the “Direct” Current Generator. 


The modern ignition system is explained 
in instruction 19. Note the distributor and 
“timer” or distributor with “breaker” or 
“interrupter” are the approved methods. 

Distributor drive method. The ignition 
distributor is quite often an integral part 
of the generator but is driven independent 
of the armature shaft if an “over-running 
clutch” is used between generator drive and 
generator, as explained above under genera¬ 
tor clutch. If however, the starting motor 
and generator are not combined and the 
clutch is not used, then the distributor and 
timer can be driven from armature shaft, 
providing armature and ignition shaft are 
driven at proper speed. 



Pig. 1. The modern method of 
driving the generator and igni¬ 
tion unit, is to mount the igni¬ 
tion unit on the generator. The 
latter is driven by a silent chain 
at 1*4 times engine speed and 
ignition shaft is geared to arma¬ 
ture shaft and turns at en¬ 
gine speed. 

It is evident that if tho distributor and 
timer were driven from armature shaft and 
a clutch was between the drive shaft of 
generator and the ignition system the lat¬ 
ter system would be thrown out of time. 
This ‘would appear to be the case as in 


fig. 1, chart 167, where the starting motor, 
generator, and ignition unit are combined— 
but note, the ignition shaft, is independent 
of the armature shaft—see page 377 “dis¬ 
tributor and timer shaft, how driven” and 
“generator clutch” page 386. 

A modem method is shown in fig. 1 below 
and fig. 2, page 340. The starting motor in 
this instance, is separate, therefore this 
would be called a “two unit” system. 

“Magneto ignition” term is often ap¬ 
plied to the coil and battery system, and is 
no doubt confusing, as it implies that the 
current from the coil and battery system 
was “alternating,” whereas it is a “di¬ 
rect” flow of current taken from tho direct 
current generator when engine is running, 
or from the storage battery when starting 
or engine is running slow. This “direct” 
current passes through the primary winding 
of the high tension coil and is “inter¬ 
rupted” or contact “made or opened” sud¬ 
denly by the timer or interrupter as ex¬ 
plained in figs. 2 and 3, page 24 2. 

This is why the term “magneto” igni¬ 
tion is sometimes referred to in connection 
with a generator of the “direct” current 
type; because the timer is of the “inter¬ 
rupter” type which gives a “single” spark, 
and not of the “commutator” type as ex¬ 
plained in fig. 1, page 24 2, which gives a 
“succession” of sparks—see page 24 8. 

The high tension coil used with the mod¬ 
ern direct current generator system, is a 
double wound coil without vibrator as ex¬ 
plained in fig. 4, page 245. 

This coil is sometimes mounted on the 
generator, or, it can be mounted on dash, 
under hood or any convenient place. 

A “constant” source of electric supply is 
provided with tho coil and battery system. 
In other words, tho battery is kept charged 
by the generator, hence it is always availa¬ 
ble as a constant source of electric supply 
for ignition and lights. 













Starting Motor. 

Starting Motor starts engine through flywheel 
and can be of any make of starter as Westinghouse, 
Remy, or any other make. In this instance it is 
equipped with the Bendix drive, as explained on 
pages 326, 331. This is a very popular method. 

The starting motor has no electrical connection 

with generator. The current for starting motor 
is always taken from battery. 

Generator. 

Generator supplies current for charging battery 
and also for lights and ignition when running above 
7 or 10 miles per hour car speed. When speed is 
less, battery supplies current for ignition, lights, 
etc. Note generator in this instance is driven by 
a gear from cam gear. It is often driven by a 
silent chain. 

Ignition in this instance is a timer-distributor 
driven from generator armature shaft, therefore it 
must be driven at same speed as cam-shaft, the 
reduction being made on gear on armature shaft. 

Control of Generator and Battery Current. 

The Controller in this instance includes the 
automatic “cut-out” and the “regulator”. 

The Automatic Cut-Out. 

Purpose of the cut-out is to connect and dis¬ 
connect the battery and generator. The cut-out 
points DD, fig. 9, are normally open when engine 
is idle or when first starting engine, thus the 
circuit between battery and generator is open which 
prevents the battery current from flowing back 
into generator. In this instance, current for igni¬ 
tion and lights is taken from battery. 


Fig. 8 & 9.^®€T^®^or 


DLK 


Cut-out 




series switch, 
normally 
closed 

Generator 

armature 


voltage 

switch 

normally 

open 


Bat 


ter>. _3 


After engine is started and the speed of gener¬ 
ator increased, the voltage of generator builds up 
through the fine wire winding of shunt coil A. When 
speed of engine reaches about 7 to 9 miles per 
hour car speed, the magnet core B becomes mag¬ 
netized sufficiently to attract arm C, thus closing 
the two spark-proof points DD, establishing the 


circuit between generator and battery. Generator 
then begins to charge battery and also supplies 
current for ignition and lights. The battery is 
then “floating on the line” being charged, as ex¬ 
plained on pages 334, 344, 864B. 

When engine speed becomes less than 7 to 9 
miles per hour car speed, then generator voltage 
becomes less than that of the battery voltage, there¬ 
fore the battery voltage being higher, flows back 
through the coarse wire winding of the series coil 
L. This reversal of flow of current through coil L 
demagnetizes core B, at which time, tension of 
spring K separates points DD, thus opening cir¬ 
cuit at DD. 

The above action is constantly changing as speed 

of engine increases and decreases. 

When engine stops, points DD are open, thus 
preventing battery from discharging back into gen¬ 
erator. See also, pages 344, 334, 864B. 


The Regulator. 

Purpose of regulator is to prevent generator 
from generator too high a voltage or amperage. As 
the speed of a generator increases the voltage in¬ 
creases, which produces more lines of force, conse¬ 
quently a higher amperage. If too high a voltage 
was produced the lamps would be burned out 
and excessive sparking would occur at the brushes, 
excess current supply and consequent trouble at 
commutator. 

To prevent this, a regulator, in this instance of 
the voltage type is employed. By observing fig. 9, 
note current from generator flows from brush 
through coil F and from field winding through 

points EE, H and coil F. If generator speed is 
such that the amperage reaches in excess of ten 
or fifteen amperes (varies according to setting, 
but is usually ten), then core G of coil F becomes 
sufficiently magnetized to attract arm H against 
tension of spring J, which opens the field circuit 
at EE. When this is opened, a resistance coil M 
is introduced into the field circuit, through which 
the field current must flow, which weakens the fields 
thus decreasing the amperage. When decreased 

to say 9 amperes, then the coil F does not mag¬ 
netize the core G enough to overcome the pull of 
spring J, thus points EE are again closed, thus 
establishing a path for the field current to flow 
around the resistance M, consequently the field 
strength is restored, and current tends to increase. 

Under operating conditions the finger H auto¬ 
matically and rapidly vibrates at such a rate dur¬ 
ing the increase and decrease of engine speed, so 

as to keep the current constant. As a result the 
generator will never produce over a predetermined 
voltage or amperage, no matter how high the speed 
of engine. See also, page 344. 


CHART NO. 168—A Modern Starting, Generating and Ignition System. Don’t confuse the Cut- 
Out” whfch the ”Regulator”—See also, page 334. See page 429 for Testing Circuits. 











































































































































































































343 


THE ELECTRIC GENERATOR. 


Starting Motor, Generator and ] 

A ‘‘three unit’’ system, is shown in fig. 
3, chart 167. Hero the generator is one 
separate unit and the starting motor and 
ignition each, separate. 

A “two unit” system, is shown in fig. 
2, here the starting motor is in one unit 
and the generator and ignition another or 
the starting motor and generator could be 
combined and the ignition separate. 

A “single unit” system, is where the 
three are combined in one; starting, gener¬ 
ating and ignition. 


ition—how combined or separated. 

The different systems in general use will 
be treated farther on. It will be advisable 
for the reader to study each carefully and 
then determine in his own mind, after read¬ 
ing the description of each system, the fal¬ 
lowing points: (1) Is it a single, two or 
three unit system? (2) How driven? (3) 
Is starting motor and generator combined, 
if so how? (4) What method is used for 
regulating current output? (5) How is the 
ignition system driven? (6) Is the igni¬ 
tion timer the type shown in fig. 2 or fig. 
3, page 242? 


Example of a Modern Starting, Generating 

The starting motor in this particular in¬ 
stance (page 34 2) is a 6 volt “series” 
wound motor fitted with the Bendix drive 
as explained in fig. 8, page 326 and 331. 

It drives through the fly wheel as shown. 

The starting switch used with the Ben¬ 
dix drive is the push button type which 
can be operated by hand or foot. There is 
no resistance in connection with this switch 
and when pressure is applied to the button 
full current of the battery is at once im¬ 
pressed on the starting motor. Tile switch 
contact is held only for an instant. 

To start engine, press the button of starter 
switch. The pinion on the end of arma¬ 
ture shaft then meshes with the gear on 
fly wheel, as explained in chart 160. 

As engine crank revolves, the generator 
armature revolves, which turns the timer 
and distributor shaft (see Atwater-Kent 
systems, chart 117.) The current from the 
storage battery supplies the ignition cur¬ 
rent, which passes through the high ten¬ 
sion coil. The engine then starts and con¬ 
tinues to run on its own power. 

After engine starts, the starting motor 
has served its purpose and is now idle and 
is not used until starting is again necessary. 

The generator begins to generate current 
the moment its armature is started in mo¬ 
tion by the gear from cam shaft (quite 
often a silent chain) but does not generate 
sufficient current to overcome the voltage 
of the battery until speeded up, say from 
7 to 10 miles car speed, therefore the bat¬ 
tery supplies current for the ignition (lights 
also, if on), until the generator attains suf¬ 
ficient speed to generate sufficient voltage 
to overcome the voltage of storage battery, 


and Ignition System—see chart 168. 

at which time the generator supplies cur¬ 
rent for ignition and lights and begins to 
charge battery. 

The automatic cut-out (see chart 168;, 
disconnects the battery from generator when 
engine is running slow or not at all and con¬ 
nects the generator with battery when gen¬ 
erator is running at sufficient speed to over¬ 
come the battery voltage. This cut-out is 
explained in chart 168 also see figs. 1, and 
2, chart 163 and note how the battery 
“floats on the line.” This contact lever C, 
fig. 8, chart 168, vibrates back and forth, 
owing to the speed of engine. 

The Ward-Leonard regulator, per pages 
342, 344: Amount of current supplied to bat¬ 
tery is governed by the “regulator” as 
explained in chart 168. On this particu¬ 
lar type of regulator, note how resistance 
(M) is inserted into the field circuit of 
generator thereby weakening it. This causes 
the amperage to decrease. If it decreases 
say below 9 amperes, the contact is closed. 
If it increases above 10 amperes, the con¬ 
tact is opened, throwing in the resistance 
(M) again, and in this way the amperage 
output is kept fairly constant. 

Difference between the “cut-out” and 
“regulator” is exemplified in chart 16 8. 

The cut-out principle explained in this 
chart would be called the “automatic,” or 
“magnetic” or “vibrating” type principle 
of the reverse current typo (page 342, 334). 

The controller of the Ward-Leonard sys¬ 
tem consists of the “cut-out” and “regu¬ 
lator” mounted together—fig. 8, page 34 2. 

A careful study of chart 168 will make 
the principle of this system clear. 


Different Regulation Methods. 


We might class the different methods of 
regulating the voltage and amperage of a 
generator under three heads; (1) constant 
current with inherent regulation; (2) con¬ 
stant current with external regulation; (3) 
constant voltage or potential regulation. 

Inherent Constant Current Regulation. 

Inherent or constant current regulation is 
so named, because its method for regulat¬ 
ing the current or amperage output does not 
depend upon external agents, as a separate 
mechanical regulator, etc., but its connec¬ 
tions are embodied internally, into the gen¬ 
erator proper. With this system, the cur- 

*See also Ford, page 864C. 


rent output is constant but voltage slightly 
varies, see page 925. 

The inherent or constant current regula¬ 
tion control may be a “third-brush” sys¬ 
tem, “bucking series,” that is, a differ¬ 
ential compound winding, or “cumulative” 
compound winding, or a “thermal” prin¬ 
ciple, all of which would come under 
the head of “constant current” or “in¬ 
herent” methods of regulation. 

*Third brush regulation: This principle 
is explained on pages 925 and 389, and con¬ 
sists of a third brush, which regulates the 
output. It is used quite extensively and 

—continued on pnge 345. 


344 


DYKE’S INSTRUCTION NUMBER TWENTY-SEVEN. 


1 lie internal wiring of tlie Ward Leonard controller is 
shown in Figure 9 


Controller 



| LGvvvJ , 


Resistance Coil^M) 
C 

ReverseVCurrent Cutout 

d^g—- 



Wmmm 

I1II& 


/v 




Field 


-TV 




Armature 

XM 


B- 


D 


/5= 


000 





Battery 


AT 


+ A 


A. 


/Tv 


-Lam p s- 


Fic. 9 


;°x 



—ARM, (6) 


SHUNT FIELD© 


-BAT.©. 


lEEh 

ARMATURE- 



Fig. 10 


GENERATOR 


Explanation of cut-out and regulator circuit: The fpath 
of charging current is from (A+) on generator, to A on cut¬ 
out, thence through battery to (D) on regulator, thence through 
windings (F and L) to contact point Dl, across D1 to D, then 
dowu lever (C) to magnet frame, then from ground connection 
on magnet frame to part (B) of controller and from there to 
(B—) of generator—thus completing the circuit. The purpose of 
resistance (M) is explained on page 342. 


Circuit Details of the Reverse 
Current “Cut-Out.” 

Although the subject was dealt 
with in chart 168, the winding 
(L) and other ‘ * cut-out * ’ diagrams 
were not fully explained. By re¬ 
ferring to illustrations on upper, 
right hand illustration of chart 
168, and fig. 10, this page, note 
there are two coils (L and A) 
wrapped on the core (B); one 
“shunt” (A), and one “series” 
coil (L). This iron core (B) at¬ 
tracts and repels an iron lever 
(C). Attached to this lever (C) 
are contact points (D) at which 
the contact between the genera¬ 
tor and battery is made and 
broken. The shunt coil (A) is 
connected directly across the two 
brushes of generator and there¬ 
fore the full generator voltage is 
impressed across the ends of this 
coil similar to fig. 2, page 334. 

The series coil (L) of cut-out 
is connected in “series” with 
battery and generator through 
controller or current “regulator” 
coil (F). The current from gen¬ 
erator, to charge battery, must 
pass through the “regulator” 
coil F.* Therefore, this series 
coil (L) of cut-out carries the 
charging current when battery is 
being charged—fig. 2, page 334 
will probably make this idea clear. 

Why Reversal of Current 
In Cut-Out Coil L. 

The coil (L) is employed to in¬ 
sure perfect de-magnetization of 
the core (B) on reversal of cur¬ 
rent, so it will release blade (C) 
quickly, explained as follows: 

When the engine is started, 
the generator is driven by the 
engine, and it, therefore, in¬ 
creases and decreases in speed 
with the engine. When the engine 
is speeded up the generator fol¬ 
lows with corresponding increase 
in speed and the voltage of the 
generator rises as the speed in¬ 
creases. As soon as the genera¬ 
tor voltage gets to a point above 


the voltage of the battery, the shunt coil (A) has built up sufficient strength to mag¬ 
netize iron core (B), which then pulls the iron lever (C) towards the magnet core, 
thereby closing the contact at the points (D). As soon as this contact is made, the gen¬ 
erator is connected to the battery, and a charging current will flow from generator to the 
battery through the series coils (L) and regulator coil (F) which are in series with the gen¬ 
erator and battery. The generator continues to charge as long as contact points (D) re¬ 
main together, but when the engine speed is decreased, so that the generator voltage falls 
below the battery voltage, the battery will discharge through the generator and therefore 
through the coil (F); under discharge conditions current flows through winding (L) in the 
opposite direction to that which it does under charging conditions. While in the wind¬ 
ing (A), the flow of current is in the same direction. This reversal of the flow of current 
in (L) causes the winding to buck or work against each other, therefore demagnetizing 
the core (B) which allows the spring (K) to pull lever (C) away from the magnet core, 
thereby opening the contact at the points (D), which disconnects battery with generator. 


CHART NO. 108A—Detail Explanation of the “Cut-Out,” Called a “Reverse Current Cut-Out.” 

♦See page 342 for explanation of the “regulator” coil (F). This part of the controller is to regulate the out¬ 
put of generator, whereas the “cut-out” merely openB and closes circuit between battery and generator. 

tThis path is established when generator is running fast enough to charge battery. When running slow, cur¬ 
rent travels through shunt coil winding A in fact, as long as generator produces current at all, it travels 
through this winding—see figs. 1 and 2, page 334. 






















































































































































































345 


THE ELECTRIC GENERATOR. 


comes under the head of inherent or con¬ 
stant current regulation. 

Bucking series regulation: This method 
would also come under the head of inher¬ 
ent or constant current regulation. A sim¬ 
ple explanation of the working of the “buck¬ 
ing series winding is given below. 


JHF 



______ 

Fig. 1 . V* iring. diagram of Westinghouse six- 
yplt system, showing grounded return wire with 

bucking-series’’ method of regulation. 

Machines of this type are differential- 
compound wound generators with internal 
connections such as shown in fig. 1. The 
series field (SEF) increases in strength with 
increase of output and opposes the shunt 
field (SHF), thereby reducing the resultant 
field and keeping the voltage and current 
within permissible limits. A separate me¬ 
chanical regulator is not used. 

With this type of generator the storage 
battery really regulates the voltage and the 
series winding and speed of generator de¬ 
termines the current or ampere output. 

*A reverse current cut-out (EC) is pro¬ 
vided and is so adjusted that on the average 
car the battery circuit is cut in above 10 
miles an hour and cut out below 7 miles. 

When the generator is connected to the 
battery by the automatic switch (EC) the 
current rises rapidly with the speed until a 
value of from 5 to 7 amperes is obtained if 
the lamps are not burning. Above this, the 
output rises very gradually, the curve being 
nearly flat for all motor speeds so that the 
danger of an excessive charging rate to the 
battery in day touring, when lights are off, 
is eliminated. The idea is that the current 
comes primarily from the shunt field wind¬ 
ing and should be kept as nearly constant 
as possible, although the speed of genera¬ 
tor is increased or lamp load is added. 

This is accomplished by what is termed 
the reversed compound field windings on 
the generator, or the addition of a series 
coil which has a bucking or opposing effect 
to the flow of current in the shunt coil 
winding. This effect is obtained, by caus¬ 
ing the curent in the series field coil (SEF) 
to flow in such a direction that its effect on 
the magnetic field of the generator will op¬ 
pose the effect on the magnetic field of the 
shunt field (SHF). 

For example: when the lights are turned on 
the output of the generator increases propor¬ 
tionately, explained as follows: assume that the 
lamp load requires 6 amperes and the generator 
output is 5 amperes, then 1 ampere must be 
taken from the battery. This battery current 
must go through the series field (SEF) on its 
way to the lights in order to complete the cir¬ 


cuit, thus it assists the shunt field (SHF) in¬ 
stead of bucking it, therefore the current value 
will rise as lamp load increases, but not exces¬ 
sively, as the bucking effect will come into action 
and prevent it, explained as follows: 

Now assume that the generator output is 7 
amperes and the lamp load is 6 amperes. This 
leaves 1 ampere which will now be taken from 
the generator to the battery, to charge it. This 
1 ampere must pass through the series field (SEF) 
—but will pass in a reverse direction to what it 
did when it came from the battery—this change 
of direction through the series coil causes the 
series coil to buck or oppose the shunt field 
(SHF) instead of assisting it, as in the above 
case. Therefore, as the speed increases the effect 
of the series coil bucking or opposing the shunt 
coil and the de-magnetizing effect of the armature 
current will be more and more pronounced and 
thus prevent excessive current rise as the genera¬ 
tor speed is increased to relatively high values. 

The effect of this action is to proportionate to 
the speed of the generator and to the quantity of 
lamp load so that at all times the output of the 
generator will be greater with lamp load than 
without. 

Series bucking coil and thermal method of 
regulation: Another method of causing 
the series coil to buck the shunt coil is by 
means of a thermal principle, explained on 
page 339. The difference here is in the 
addition of an iron wire ballast or thermal 
coil which permits the current to flow 
through it and not through the series coil 
at low generator output, but as generator 
output increases the iron wire heats and 
offers resistance and current must flow 
through the series coil whmh then bucks 
the shunt coil and thus regulates the out¬ 
put fairly constant. This would be termed 
an inherent method of regulation—although, 
the iron coil is placed separate from genera¬ 
tor, the action is not mechanical. 

A cumulative compound winding is shown 
in fig. 4, page 351 and explained, page 347. 

Constant current or inherent methods of 
regulation would therefore include those 
methods where the regulation is controlled 
internally, as per page 339; the “ bucking- 
series’’ or “differential-compound-wind¬ 
ing”; the “cumulative-compound-winding” 
and the “third-brush” regulation, per page 
925. 

Constant Voltage or Potential 
Regulation. 

An external device is used, known as a 
“voltage regulator” which operates me¬ 
chanically. The voltage is kept constant 
but the current output varies with this 
system, as explained on page 925. 

The voltage is regulated through a range 
which permits the charging of a storage 
battery at a high current rate when battery 
voltage is low, and at a much lower rate 
■when battery voltage is high. In other 
words, the charging current depends upon 
the state of charge of the battery or its spe¬ 
cific gravity. A nearly discharged storage 
battery will take a heavier charging cur¬ 
rent, which charging current will be reduced 
as the battery becomes charged. 


♦Don’t confuse the actiou or purpose of the battery cut-out (called a “reverse current cut-out,” prin¬ 
ciple which is explained on pages 334, 344) with that of a “current regulator” or “voltage regula¬ 
tor.” In fact a “cut-out” is used with either the “voltage” or “current” regulation system, 
however, on some “constant current systems,” Delco, for instance, the “cut-out” is eliminated, 
(see page 383.) 

See page 925 about removing battery with a constant current and a voltage regulation system and 
note difference. 



























346 


DYKE’S INSTRUCTION NUMBER TWENTY-SEVEN. 



Fig. 1. Westinghouse starting, generating, lighting and ignition diagram. Note the complete igni¬ 
tion unit is mounted on the generator. The starting motor is separate. 

The generator in this instance is a 6 volt generator which 
can be driven by a silent chain or gear drive. 

The cut-out is shown, which is of the usual reverse current 
type of relay (note relay and cut out are synonymous). It’s pur¬ 
pose is to open and close the circuit between the battery and 
ger.<:r.tor as explained in charts 168 and 168-A. 

The regulation of this generator is called the “ inherent ’* or 
“ constant current” regulation system employing a third-brush 
system, and is different from voltage regulation. 

The single wire or ground return, using the frame of the 
car is employed. Note “ground” to generator frame, fig. 1. 

The starting motor is of the series 
wound type, with ground to motor 
frame. 

The Westinghouse vertical igni¬ 
tion equipment consists of a vertical 
ignition unit as shown in this, and 
chart 16 8-C, diagram fig. 7. An 
ignition switch, a ballast resistor and 

a batterv. 

%/ 

Equipments are made for 6 or 12 
volt circuits and for use on 4, 6 or 
8 cylinder engines. The system 
shown in this chart and 168-C is a 
6 volt battery and generator. 

The ignition unit is made up of 
four essential parts, namely, the in¬ 
terrupter (IC, connections to it), the 
condenser (see fig. 1), the induction 
coil (C, and fig. 1), and the distribu¬ 
tor (D), all included in one case. 

(see also pages 347, 348.) 



Fig. 2. Westinghouse generator with the ignition distribu¬ 
tor and timer and high tension coil mounted on the generator. 
The coil is beneath the distributor and timer. The generator 
is driven by a silent chain from cam shaft, the distributor 
shaft is driven from a spiral gear on armature shaft (S), and 
is of course driven at cam shaft speed. T, generator ter¬ 
minals (see fig. 1, F-A) ; G, ground connection terminal. 


CHART NO. 1(J8B—The Westinghouse Starting, Lighting and Ignition System, using a Reverse Current 
type “Cut-out” between Battery and Generator with an “Inherent” system of “Regulating” 
the Output of Generator—a “two unit single wire” system. 
































































































































































THE ELECTRIC GENERATOR, 


347 


^Cumulative Compound Winding. 

Tlie generator is compound-wound with a 
shunt field, SHF, and series field, SEF, fig. 4, 
page 351. Unlike most compound-wound ma¬ 
chines used for electric lighting the two field 
windings assist one another instead of oppose 
as per fig. 1, page 345. For this reason this is 
called by the electrical engineer a “cumulative” 
compound instead of “differential” compound 
machine; that is, it is so wound that the out¬ 
put of the dynamo increases as more current 
is required. This provides an automatic control 
of the load. 

The purpose of the additional field, SEF, is 
to increase the output of the generator as the 
lights are turned on, without increasing the 
speed of the generator. For example, with all 
lights out, the generator will deliver about 6 
amperes, while with all lights burning it will 
develop 12 amperes. Between these two points 
it will deliver additional amperes in proportion 
to. the number of the lamps burning, that is, 
with half the total number, 9 instead of 12 am¬ 
peres will be the output. 

This method would be termed an “inherent 
constant current” method of regulation. 

The Mercury Type Regulator.' 

This system is now seldom used, but will 
be explained in order to show the first prin¬ 
ciples of a Delco motor-generator and the “mer¬ 
cury” method of regulation. This would be 
termed a “voltage regulation” method. 

In order to clearly understand the system 
it will be necessary for the reader to study the 
principle of the entire 1914 system. For ex¬ 
planation, see page 380. 


Mechanical Regulator. 

On page 351 a mechanical governor method 
for regulating the output of a generator is ex¬ 
plained. 


The clutch on the generator (fig. 3) is of the 
‘ ‘ friction ’ ’ type actuated by centrifugal governor 
motion. 

Westingliouse Vertical Ignition Unit Mounted 

on Generator. 

This system is explained on pages 346 and 
348. One part which is not fully explained in 
charts is the Ballast resistor. Its purpose is ex¬ 
plained below. 

The ballast resister is a resistance unit (see 
pages 346, 348) having a high temperature co¬ 
efficient, placed in series with the primary coil 
of the ignition unit. This resistance with the 
resistance of the coil keeps the primary current 
at the correct value when normal voltage is ap¬ 
plied. It has many other functions. If the 
engine is left idle with the ignition switch on, 
the resistor gradually heats up causing its re¬ 
sistance to materially increase and cut down 
the primary current (see also “ignition re¬ 
sistance unit,” page 378). This decreased prim¬ 
ary current very much reduces the probability 
of burning at the primary coil. 

When the engine is running a certain amount 
of primary current will flow at each closing of 
the contacts. As the engine speed increases 
the time of contact is shortened and the time 
allowed the primary current to build up mate¬ 
rially reduced. As this current reduces in value 
the resistor tends to cool, consequently reduc¬ 
ing the value of the resistance. In this way the 
total resistance of the circuit is reduced and 
the current in the primary coil may be built up 
very rapidly. 

Roller Type Clutch. 

The starting motor and generator used in the 
1914 Overland (page 351), is used as an ex¬ 
ample in order to bring out the unusual driving 
method and action of a roller type of clutch. 

The “roller” type of clutch is used on other 
systems and it will be worth while to study its 
action. See page 351. 


How One Armature Serves for 

The Delco system, explained under instruc¬ 
tion 28A, is a system of this type. 

Another system, using the same armature for 
motor and generator was the “nonstallable” 
Entz system formerly used on the Chalmers, 
(see page 352.) 

This Entz motor-generator system consists of 
the following parts: (1) storage battery 18 volts, 

9 cells; (2) motor-generator; (3) shaft with 
universal joint to start engine and drive gener¬ 
ator (fig. 3, page 336); (4) silent chain running « 
in oil connects the motor generator drive shaft 
with engine shaft by means of a sprocket located 
just ahead of the flywheel; (5) a switch on the 
dash which opens and closes the circuit. 

U. S. L. Graphite Pile Regulator. 

The generator takes the place of the flywheel. 
Construction and principle is shown on page 353. 

The regulation of the 1914 system was similar 
to the system explained on page 338. Instead 

tSee pages 337 and 345, for explanation of “constant 
regulation. *The “differential” compound winding is 
ulative” and “differential” winding is explained on t 


both a Motor and Generator. 

of “resistance wire” being cut into the field 
shunt winding, in this instance “graphite” piles 
are used. Graphite offers resistance to the flow 
of current, therefore the same effect or principle 



is the result—weakening of the field current at 
high speeds. The regulation system is not used 
on the later models of the U. S. L., but is merely 
shown in order that the reader will understand 
the principle. 

current” or “inherent” regulation and “voltage” 
explained on page 345. The difference between “cum- 
lis page. 





348 


DYKE’S INSTRUCTION NUMBER TWENTY-SEVEN. 


DISTRIBUTOR PLATE 



DISTRIBUTOR 
BRUSH ARM 


FIBRE BUMPER 
SPRING 


INTERRUPTER 

CONTACTS 


INDUCTION COIL 


CONTACT- 
ADJUSTING 
SCREW T 




CONDENSER 


interrupter 

CAM 



DISTRIBUTOR BRUSH 

Fig. 1. View of the parts of the Westinghouse ignition unit as per page 346. See also page 251 and 252 



Fig. 7. Diagram of connections of the West¬ 
inghouse vertical ignition unit. 

Operation—With the ignition switch turned to 
the “on” position and the engine turning over, 
each segment of the interrupter cam (fig. 1) in turn 
passes on and off the fibre bumper. As each seg¬ 
ment passes off the bumper, the interrupter con¬ 
tacts close, closing the circuit from the battery to 
the primary winding of the induction coil (fig. 7). 
Then as they pass on the bumper, the contacts are 
opened, interrupting the circuit, thus inducing a 
high voltage in the secondary of the induction coil. 
This high voltage is directed by the distributor on 
the top of the ignition unit to the proper spark • 
plug, causing a spark as it jumps the spark gap of 
the plug inside the cylinder, and igniting the charge 
therein. 



Fig. 4. Fuse block with ballast resistor. 
The fuse block and ballast resistor (B) may be 
combined in one unit or separate. Instead of 
the ballast resistor being on the back of the 
switch as in fig. 3, it can be placed along side 
of the fuses protecting the lighting current. 




Fig. 3. Front and rear view of the “ballast 
resistor” on the back ©f the switch (fig. 2). Pur¬ 
pose of which is to protect the ignition inter¬ 
rupter points from burning. A 5 ampere fuse 
may be used to relieve an emergency but igni¬ 
tion must be turned “off” when engine is not 
running. (See page 347, explaining the “bal¬ 
last resistor.”) 



The ignition switch is double-pole with the inter¬ 
nal parts so arranged as to reverse the direction of 
current through the interrupter with each operation 
of the switch. The reversal of current principle 
and purpose is explained under “polarity switch," 
page 248. 


Fig. 2. The double pole ignition switch ar¬ 
ranged so it will reverse the direction of flow 
of current through the interrupter, see page 
248, explaining the function of a “polarity” 
switch also called a “current reversing type” 
of switch also note lighting switches. 


CHART NO. 1 (>8C—The Westinghouse Vertical Battery and Coil Ignition System as used with 
the electric system shown on page 34 6. See also pages 251 and 25 2 for clearance of interrupter 
and plug gap. , •- ' 












































































































































































THE ELECTRIC GENERATOR. 


349 



r 


_4s 

fr'WWVWS; rT " t: 

0 -' 


— - “7^0 (p N 



\ 


__ p_ __$>! 



iGNnrioN 



generator 


Wiring Diagram of Model C4 and 
B4 Pierce-Arrow—see page 
2 77 about Late System. 

This generator is an ordinary shunt 

wound machine, with a separate volt¬ 

age regulating device, and differs from 
the previous machine, which had dif¬ 
ferential field windings. To explain 
this type generator in brief, would say 
that it has a cutout switch which op¬ 
erates exactly on the same principle 
as did the switches on the older ma¬ 
chines, but in addition there is a device 
for throwing a resistance into the field 
circuit from time the voltage rises above 
a predetermined point, 6.8 volts. 

Voltage regulation: The shunt field 
current goes from the right hand brush 
up through the shunt field, through coil 
“D,” then up and across the voltage 
regulating points “A” and down through 
the series coil “B,” series regulating 
coil “0” and back to the other brush 
of the generator. As the voltage tends 
to go high, the current flowing through 
coil “E” and “0,” and consequently the 
magnetic pull of core “0,” becomes of such magnitude that points “A” are pulled apart. In such case the 
shunt field current has to pass from coil “D” through the resistance unit and then through coil “B,” coil 
“0” and to the other brush. With the resistance in the shunt field circuit, the voltage tends to drop be¬ 
low six volts, but as soon as this drop starts the points “A” close again and boost up the voltage. These 
breaker points “A,*' vibrate at a high rate of speed and in doing so hold the voltage at the correct value. 
The coil “D,” used in connection with this vibrating voltage regulator, is a compensating coil, used to offset 
the effect of stray fields set up by the generator. 

The cutout switch: Current leaving the right hand brush of the generator passes through the shunt cutout 
switch coil “E” and then through coils “B” and 1 ‘0” and back to the other generator brush. This is the 
usual type of cutout, similar to the Ward-Leonard shown in chart 168. 

Westinghouse ignition unit is composed of a very compact high tension coil with a mechanical breaker in 

the primary circuit operated by a cam on the end of the generator shaft. High tension current is led from 

the coil to the high tension distributor and then from there to the plugs. The coil and distributor units 
are built up in one housing and electrical connections are established with terminals of the generator by 
means of the two screws holding this housing in place. Primary current going to the ignition unit goes from 
one terminal of the battery to one side of the magnetic control switch, then up through the main lead for 
the lighting switch, first going through the 30 ampere fuse and then through the ammeter. From the ammeter, 

ignition current goes down to the top of No. 3 fuse and then across on the copper strap to the bottom of No. 

1 terminal post in the fuse box. From here it passes up through the small resistance unit of .6 ohms and from 
there to the point “PB” on the ignition switch. When the ignition switch is thrown on “B” or “MB,” po¬ 
sitions, then “PB” and “IG” are connected. From “IG” on the switch tho current goes directly to the 
central terminal “I” of the generator and then through the primary winding of the H. T. coil, down across 
the breaker points to ground and back to the battery. Note that when the dash starting button is pushed 
that in addition to closing the starting circuit, by connecting the two points “SS” it also connects the points 
“P” and “PB” on the ignition switch; and point “P” is connected to point “IG” whenever the switch is 
unlocked. Thus whenever the engine is started with the ignition switch on magneto position, the battery sys¬ 
tem of ignition is in action as long as the starter button is held down. 


The iginition switch, aside from the connections noted above to be used when starting, has an additional 
magneto ground, which is operated by pushing against the switch lever when same is in magneto position. 

Starting motor: Current goes from the battery across the magnetic control switch to the solenoid mount 
ed at the front end of the motor. When current passes through this solenoid it pulls the starting pinion into 
mesh with the flywheel. From the solenoid the current passes to one pair of motor brushes, through the ar 
mature winding, to the other pair of brushes, and then through the field windings to ground to the battery. 
(Similar to'chart 161.) 

The electric clock: The electric clock is wound up by energizing a small electro magnet, which operates 
every four and a half minutes; in other words, this clock will not run more than four and a half minutes after 
disconnecting the battery. The clock is set by means of a small knob, located on the back of same and is regu¬ 
lated by small lever located under figure 6 on the dial_____ 

CHART NO. 1G8D—Westinghouse Electric System with Generator Equipped with “Voltage or 
Potential Regulator.” Ignition is from two independent sources; Batterv and Bosch High Ten¬ 
sion Tvne Z-B-6 Model 4 Magneto. Pierce-Arrow car as example—see also pages 496 and 500. 








































































































































































































350 


DYKE’S INSTRUCTION NUMBER TWENTY-SEVEN. 



voltage is greater than that of the battery the cutout points close. 


Remy Electric System. 

Type:—Two unit. Voltage: 
—6. Voltage regulation: — 
Third brush and vibrator. 

The equipment varies with 
each make of car, but that used 
on the Velie may be taken as 
an example. 

Ignition Coil:—Mounted on 
top of generator. Distributor 
and timer: at one end, geared 
to armature shaft. Cut out or 
relay:—at other end. 

Wiring—The negative line 
brush is insulated from the met¬ 
al rocker ring, while the posi¬ 
tive line brush and the field 
brush, are connected to it, the 
circuit from the battery to 
these brushes being through the 
frame of the generator. 

The cutout and regulator are 
combined on the same Bakelite 
base. As soon as the generated 


The regulator consists of an electro magnet, an arm operating on bronze pivots, two sets of contact 
points and a resistance unit. 

When the generator is running at a speed lower than that required for maximum output, the con¬ 
tact points are held together by a spring and current supplied to the generator field passes directly through 
these points. 


As soon as the speed increases and the generator output tends to rise above the desired maxi¬ 
mum, the contact points are opened, forcing the field current through a resistance, consequently reducing 
the strength of the current with the result that the voltage generated is limited. This action takes place 
with such rapidity that the voltage actually remains constant at the prescribed maximum. 



The Eemy 
automatic reg¬ 
ulator con¬ 
trolled by the 
temperat ure, 
which switch¬ 
es a resistance 
into the field 
windings a s 
soon as the 
tempera t u r e 
of thermostat 
rises above 
150 degrees. 

Normally the 
contacts are 
kept together, but when thermostat element is 
heated, the points separate. The resistance 
(shown between the two springs) is then thrown 
into the field circuit. 


Fuse—A fuse is provided on the regulator base so 
that the generator will be protected in case the bat¬ 
tery should become disconnected. 

Ignition—The breaker gap should be .02 or .025, 
and the rebound spring should be at least .02 in. 
from the breaker arm when the points are at maximum 
opening. Spark plug gaps for best results should be 
.025 to .03 in. (also see chart 118 and page 251.) 

It is important to see that ignition switch is off 
whenever engine is stopped, as otherwise the battery 
will discharge. The engine should never be operated 
while battery is disconnected unless the generator fuse 
on the regulator-cutout is removed. 

Troubles. 

If lights, ignition, starting motor and horn are dead 
the cause may be a loose or broken connection 
at the battery terminals, or where the battery is 
grounded to the frame; a loose or broken connection 
at the starting switch or at the starting motor, or wire 
between the battery and fuse block; a loose or broken 
connection at the starting switch or starting motor 
or wire between the fuse block and the lighting switch 
broken and either fuse No. 1 burned out or the horn 
open-circuited. 

If all lights go out and ignition and starting motor 
are dead, there may be a loose or broken connection 
at the starting switch or starting motor. 

If all lights go out and Ignition and horn are dead 

the difficulty may be a defective connection between 
the battery and the fuse block or between the latter 
and the lighting switch and either fuse No. 1 being 
burned out or the horn open-circuited. 

All lights out and ignition dead shows that the wire 
between the fuse block and the lighting switch is de¬ 
fective or that the ignition circuit is open, and either 
fuses Nos. 2, 3 or 4 are burned out. 



TO GLHER\TOR TICLD 





- 

\n?ox cckcbato? mvsn 

THERMOSTAT CLOSED 

jr TO erumTOR Titt# 




—Qn- 

c - 

VrROM CENCRAT02 82USH 

THERMOSTAT open 

diagram of 
tioiix lor ■Remy automatic 
regulating thermostat 

conntc• 
output 


If the lights are inoperative but the ignition is o. k. the trouble is in the wires between the light¬ 
ing switch and the fuse block, fuses 2, 3, 4, and the wires to the lampB. 

If the ignition is dead and the Lights are o. k. the trouble is somewhere in the ignition wiring. 


If the lights go dim and the battery is not discharged and after examining the bulbs to see that they 
are not of lower voitage, greater candle power or lower efficiency, look for a short circuit in the wire 
between the battery and the fuse block, between the fuse block and the lighting switch or between the 
switch and the generator. If the generator protective fuse is blown, look for a short circuit, but if 
not examine the cutout. 


CHART NO. ICO—The Remy Two Unit Electric System. The Starting Motor is not shown, but th« 
Starting Switch and Connections are shown. One wire from switch connects with starting 
motor terminal, the other terminal of motor is grounded and circuit is completed through frame 
of car. Remy Electric Thermostat. 






























































































I 


THE ELECTRIC GENERATOR. 


351 


Cumulative Compound Winding. 

Fig. 4 illustrates an inherent constant current 
method of regulating the output of a generator as 
employed on one of the early Gray and Davis gen¬ 
erators. SHF is the shunt field winding. SEF is 
the series field winding. Therefore, as there are 
two windings on the field pole it is called a com¬ 
pound winding. The two principles of compound 
winding is known as the “differential compound 
winding” as explained on page 345, fig. 1, and the 
“cumulative compound winding” as explained on 
page 347 and illustrated in fig. 4. 


SHF 



Names of parts of fig. 4: A, armature; RC, re¬ 
verse current cut-out; V, cut-out voltage winding 
(see A, fig. 1, page 334 and fig. 6, page 864B) ; C, 
cut-out current or series winding; LS, light switch; 
B, storage battery; L, lights; M, starting motor; 
SS, starting switch. 



The starting motor is started by current from a 
storage battery, thus starting engine by means of 
a silent chain connected with a sprocket on crank¬ 
shaft of engine. After engine is started, the 
sprocket to which starting motor chain is connected, 
is then operated by crank-shaft of engine. The 
action of the roller clutch permits the two sprockets 
to run free of the starting motor, thus the gener¬ 
ator is operated from the crank-shaft without operat¬ 
ing the starting motor. 

Just how this clutch permits this action is ex¬ 
plained as follows. 


Mechanical Regulation. 

Illustrations below explain the mechanical 
governor principle of regulating the output of a 
dynamo. This method was used on the ’early model 
Gray and Davis generator. 



Clutch of Generator The mechanical 

regulation of max¬ 
imum output is 
effected by a cen¬ 
trifugal governor, 
which keeps the 
speed of the ma¬ 
chine constant. 
For that reason 
this may be plac¬ 
ed in the class of 
mechanically reg¬ 
ulated machines. 

Variations 1 n 
speed are taken 
Governor of Generator care of by the 

automatic “friction” type of clutch. 

The friction clutch (A & B) will slip more or 
less according to the speed of the engine, and the 
amount of such slippage is controlled by a govern¬ 
or. 



Action of tlie Roller Clutch. 

The roller type of clutch is a popular type of 
clutch and its action should be studied carefully. 
In fafi.t, this type of clutch is now used on a popu¬ 
lar make of motor-generator, the Delco, as per fig. 
16, page 398, but in a different manner than shown 
with this Gray and Davis system. 



Fig. 2. Showing double sprocket (2) ; roller 
clutch; gear A attached to clutch; gear B attached 
to starting motor armature shaft. Parts are sepa¬ 
rated. 




Fig. 6. Showing parts 
of the roller clutch. 


As soon as the speed of the armature increases 
beyond the rated number of revolutions, the govern¬ 
or will act on the friction clutch. In other words, 
the two clutch halves (A & B), will be pulled apart 
and slip in such a manner that the armature will 
rotate not faster than the pre-determined speed. 

A cut-out for connecting and disconnecting bat¬ 
tery to generator (not illustrated) was used with 
this system. 

1914 Gray & Davis Electric System. 

As used on the 1914 Overland, is shown in fig. 
1. Note starting motor is mounted over the gener¬ 
ator. 

Generator is driven by a silent chain from the 
double sprocket on the starting motor shaft. This 
double sprocket with a “roller” type of clutch was 
a feature of this early system and is explained as 
follows: 


Refer to illustrations above and note that start¬ 
ing motor is geared, by means of reduction gears 
A and B, to clutch member D. When starting 
motor armature shaft is made to revolve by current 
from battery, then D becomes the driving member 
and turns in direction shown by arrow point on D, 
causing rollers (R) to roll outward and clutch 
against inner surface of sprocket (2), thus trans¬ 
mitting the power through D to R, to 2, then by 
the silent chain to crank-shaft of engine. 

After engine is thus started and motor switch 
is off, then engine drives sprocket (2), which be¬ 
comes the driving member instead of D. This re¬ 
versed action causes rollers (R) to roll in opposite 
direction and against spring stops (S), thereby re¬ 
leasing the clutching action to the inside of 2. Re¬ 
sult is, the double sprocket (2) over-rides clutch 
D. Therefore when engine is running, clutch D 
and gears A and B and starting motor, are idle. 






CHART NO. 170.—1914 Gray and Davis Electric System, used in order to Explain the Principle of 
the Roller Type Clutch. Mechanical Method of Regulating Output of a Generator by means of a 
Governor. Now obsolete but shown in order to explain the principle. 









































































































352 


DYKE’S INSTRUCTION NUMBER TWENTY-SEVEN. 


Entz Motor-Generator. 


Th 






CONNECTIONS ON 
TOP OF MOTOR 6ENERATO, 


A-ARMATURf SHAFT 
C COMMUTATOR 
B- BRUSHES 
BS-BUSS BARS 
CONNECT!N6 BKUSHt |S 
NEA \JY W/RE:~ 

MO TO A VNND/N6 
U6HT w/re:- 

GENERATOR VY/HO/N6 


> 



Operation of Entz self-starter: The operation re¬ 
quires only one movement on the part of the driver— 
the movement of the starting switch. 

Switch: Controls both the starting 1 and the igni¬ 
tion; the same operation makes contact with the pri¬ 
mary circuit of the battery, so that the regular cycles 
of the ignition system will be taken up when the 
engine begins rotating. 

The starter switch is kept in charging position, ex¬ 
cept when driving for more than one quarter m-.le be¬ 
low eight miles per hour in high gear; in this case, 
the switch is set in neutral, throwing the switch back 
to charging immediately the car increases its speed 
to over eight miles per hour. Under all other running 
conditions, regardless of the speed, the switch is kept 
in charging position. 

If the car is left standing for any length of time, 
the engine is stopped. If it is necessary to keep the 
engine running, the switch is set in neutral, while the 
car is standing still. After idling the engine or run¬ 
ning slowly for a considerable length of time, the 
switch is put back in charging position, as soon as 
the speed of the car picks up. 

The combined motor and generator of the Entz elec¬ 
tric system, is known as differentially wound motor- 
generator. The series and shunt field coils are con¬ 
nected so they operate compounded as a motor, differ¬ 
entially as a generator. 

All automatic cutouts, regulators or controllers have 
been eliminated from the system. There is but one 
armature and one set of field magnets, but two field 

windings. 

The motor-generator is a 4 pole “multi-polar” type 
of generator, with four brushes. The motor winding 
is the large wire. The other differential winding is small wire wrapped over the large wire and is the 
generator winding. 

When starting engine with starting motor, switch is placed “on.” It remains on until engine is 
stopped. When the switch is placed “on” position, the engine is revolved 80 revolutions per minute 
by the starting motor, (heavy winding of wire). 


■FLOW OF CURRENT AS norm 

■Tiont or CURRtRT A 3 

generator 


Above 600 revolutions, the motor is converted into a generator—as above this speed the small wire 
winding is generating enough current to overcome the 6 volts pressure of battery, hence it stores cur¬ 
rent into the battery. If, however, the engine is reduced to 80 revolutions or less, the geuerat r again 
is transformed into a motor, and the generator not overcoming the pressure of the batteries; battery 
again turns armature as a motor—therefore, the engine is “non-stallable.” 


i 






In other words, in any circumstances where engine would ordinarily be 
stalled, immediately upon releasing the clutch pedal the motor will turn engine 
crank and become operative. 

Both the fine and coarse wire winding is wound in the same direction on 
the field, but current in the heavy wire winding travels in opposite direction, 
due to pressure from battery which tends to reverse the polarity of the fields 
or “buck the fields.” This tendency to reverse the poles of the field is gov¬ 
erned by the amount of charge or amperage hours in the battery. That is, 
if the battery is in a discharged condition the fields will build up, causing a 
greater flow of current through the fine wire, but as the battery becomes 
charged the fields will become weakened, which condition will cause less cur¬ 
rent to flow through the fine wire. 

The electric light globes are 21 volts, although the battery is but 18. As 
there is always a slight excess of current from all generators, this prevents 
lamps burning out rapidly. The polarity switch (used with the Atwater-Kent 
ignition system) is explained in chart 117. 

Remy “Double Decker” Motor-Generator. 

The Rerny model 150 exemplifies how a generator and starting motor can 
be operated one over the other. 

Employs two separate armatures and two separate fields, and may be 
termed a “double decker” since the motor armature is super-imposed over 
the generator armature. 

The two armatures are connected together with a system of gearing and 
an over-running clutch. (R), see chart 170 for principle). The motor arma¬ 
ture and the gearing are only in operation when the starting switch is pressed. 

The generator armature is the only moving part under running conditions, 
as the over running clutch of the roller type is provided to disengage motor 
armature and reduction gears, which remain idle and inoperative when engine 
is started and running under its own power. Generator armature revolves in 
lower field. Motor and generator are entirely separate—(armature is drum 
type). A regulator and automatic cut-out of usual type are provided. 


CHART NO. 171—Tho Entz System—formerly used on the Chalmers. Also similar to Entz system 
formerly used on the White. The Remy “Double Decker.” 
























































































TIIE ELECTRIC GENERATOR, 


353 




Fig. 2. The regulator 
of the U. S. L. 

The regulation of con¬ 
stant voltage is main¬ 
tained by pressure upon 
the graphite discs I, 
which are pressed to¬ 
gether by lever K, by 
pressure of coil spring 
J. The less the pres¬ 
sure, the greater the re¬ 
sistance thrown into the 
field winding, for if the 
discs are not close and 
tight, resistance is of¬ 
fered to flow of current. 
Note the pressure upon 
these discs is also con¬ 
trolled by the electro¬ 
magnet, the stronger the 
current flowing from gen¬ 
erator, greater will be 
the magnetic pull on K 
and J, thereby taking 
pressure off of the 
graphite. 


' U. S. L. 1914 Flywheel Installation. 

The U. S. L. 1914 is a two-unit system. In installing this system 
the armature of the motor-generator takes the place of the flywheel 
and performs its functions as well as those of the electric lighting 
and cranking systems. 

The field has two windings, shunt and series. When machine op¬ 
erates as a motor, those windings are cumulatively compounded, that 
ic, magnetic effect of series winding augments that of shunt so as to 
secure maximum torque. When machine operates as a generator, these 
windings are differentially compounded, that is, the magnetism of 
series winding is opposed to that of shunt, so as to assist in regulaton. 
The voltage of the motor is 24, while the charging voltage of the gen¬ 
erator is 12. 

The preferred disposition of the units is that shown in fig. 1. As 
will be seen, the added weight will be only that of the battery, fields, 
switches and controller as the flywheel is removed and replaced by 
the armature of equal weight. 

When a foot switch is pressed the battery is connected to the 
motor and this turns over- the engine at the rate of from 200 to 300 
revolutions per minute. 

As soon as the engine picks up to a speed giving 8 miles, the motor- 
generator becomes a shunt-wound generator and starts to charge the 
battery, restoring the current used at a 3-ampere rate. 

In order that the output of the generator shall be uniform, a car¬ 
bon or graphite pile regulator, operated by a series coil, C, is used. 
This keeps the output through the working range of from 600 to 
1,200 revolutions per minute, practically constant. 

1915 U. S. L. Electric System. 

The improved system eliminates the carbon pile regulator and the 

11 series parallel” switch. No regulator is used, as windings of gen¬ 
erator are so proportioned, that the output of generator, cannot ex¬ 
ceed the current demand of the storage battery and lamps. 

A portion of the multi-polar field of the motor-generator is wound 
with a series coil for starting purposes. The other portion of the 
fields, are wound with shunt and compensating coils, for generating 
and regulating purposes. The brushes are so connected, that the en¬ 
tire number is used for starting, whereas but three are used for gen¬ 
erating. 

The storage battery is provided in some cases with two, and in 
some cases three, terminal posts. When two terminals are provided, 
a 14 volt lamp must be used. When three posts are provided, seven 
volt lamps are used. 

The number of cells of battery are cut down from 12 to 6, giving 

12 volts instead of 24. 


CHART NO 172—The U. S. L, (U. S. Light & Heat Corporation) Electric System. See also fig. 1, 
page 34 7 for construction of generator. Note— The U. S. L. Co., Niagara Palls, N. Y. now use a different 
principle of regulation. This is shown as a matter of information. 





































































































































































































354 


DYKE’S INSTRUCTION NUMBER TWENTY-SEVEN. 





Gray and Davis Motor-Generator. 


wnrrrn ronn 
tmrrtR 

(TOP COLLAR 
SWITCH ROD 


Mmftrmunt 

CLUTCH CTMTCR 
CLUTCH ROLL— 


iMTcRntcirrc 
• HATT — 


BTABTINO MOTOR APPLICATION 


COMMUTATOR 
HELD YOKE 
BRUSH 

BALL 

BEARING 


The starting motor is a separate unit, and is constructed for fly 
wheel drive, or crank shaft drive. Fig. 3 illustrates the fly wheel 
drive principle. 

The starting motor switch is also shown—the action of which ia 
clear in the illustration. The battery is a 6 volt battery. 

The dynamo is a separate unit: compound-wound instrument 
driven by the engine. The driving power is transmitted by chains or 
gears, according to the installation. 

The dynamo (figs. 4, 1 and 2) has two principal parts: The 
“field,” in which magnetism is induced, is stationary. The “arma¬ 
ture,” in which electrical current is generated, rotates. 

The dynamo has the characteristics of a compound-wound ma¬ 
chine; that is, the field strength, or magnetism automatically in¬ 
creases as additional work or load (lamp load) is applied, and vice 
versa. But it is of the shunt wound type, and is thus classified; 
because its field windings are connected in shunt with, or across 
the armature. 

Reference to Wiring Diagrams. 

Chart 174, shows the shunt field winding 
in parallel; one side connected to the posi¬ 
tive dynamo brush; the other passes through 
the regulator points and is connected to the 
negative dynamo brush. 

Type “T, G & D” dynamo is rated at 0*4 
volts, 10 amperes, 1,000 r. p. m.; type “S” 
dynamo is rated at 614 volts, 10 amperes, 
650 r. p. m. 

The dynamo is connected to the engine by 
chain or gears, so that it will rotate at rated 
speed when car speed is 10 miles per hour, 
at which speed it should deliver current. 


GEARED TTl’E T DYNAMO WITII'ICNITION DRIVE 


ELD COIL 




DRIVE FOR 
IGNITION 


Ignition; is similar to Delco and other systems of this description. Note provision is made for driv¬ 
ing timer and distributor on generator shaft (fig. 4). 


The Regulator and Cutout. 

The regulator and cutout performs two 
duties: One to “regulate” the dynamo for 
uniform output. The other to connect the 
dynamo into the system only when sufficient 
to charge battery and to disconnect dynamo 
from the system to prevent battery dis¬ 
charging through dynamo. 

The shunt winding, series winding, cutout 
points, regulator points and field resistance, i 
are shown in wiring diagrams. 

The shunt winding is permanently con¬ 
nected across the dynamo armature. It at¬ 
tracts the cutout armature, thereby closing 
the cutout points. 

The series winding, when the cutout points 
are closed assists the shunt winding in hold¬ 
ing cutout points firmly together. 

The cutout points, when closed, connect 

dynamo into the system. 

The regulator points, when closed, short 
circuit or shunt the field resistance, and when 
drawn apart, insert the field resistance into 
the field circuit. 

The field resistance retards the flow of cur¬ 
rent in the field. 

When dynamo is at rest, cutout points are 
open and regulator points closed. 

As dynamo first speeds up the regulator 
points remain closed. Thus, the field resist¬ 
ance is short circuited, permitting the dy¬ 
namo to build up under full field strength. 
When the proper voltage is reached the 
points open, permitting current to flow 
through the series winding to the system. 

As the dynamo speed increases beyond 
that necessary for full output the pull of the 
shunt winding attracts the regulator arma¬ 
tures. This reduces the pressure at the reg¬ 
ulator points and inserts a resistance into 
the field circuit, which prevents further in¬ 
crease of output. The varying of the pres¬ 
sure at the points, which allows the resist¬ 
ance to be put into the circuit, is intermit¬ 
tent. The frequency is in proportion to the 
speed variation. 

When lamps are turned on the frequency 
at the regulator points is reduced and the 
dynamo output is increased, giving the dy¬ 
namo compound-wound characteristics. See 
A, chart 163, showing resistance in field cir¬ 
cuit which gives an idea of the regulator. 


Fi*. 1 SECTIONAL VIEW. Y MOTOR. ENCLOSED FLY-WHEEL TYPfc 


Oiler 
Oil hole 
Oil plug 
Motor pinion 


Intermediate gear 
Intermediate shAft 
Sliding pinion 
Shifter fork 


Shifter rod 
Shifter fork sprtng 
Clevis 
Switch rod 


Fig. fc SECTIONAL VIEW, Y MOTOR. OPEN FLY WHEEL TYPE 

IS Oile* 1 Motor pinion 7 Shifter lorK 

24 Oiler 2 Intermediate gear 8 Shifter rod 

25 Oiler 6 Intermediate *haft 10 Clevis 

28 011 plug 8 Sliding pinion 12 8witch rod 


CHART NO. 17.3—One of Gray and Davis’ Starting Motor and Generator. Fly Wheel Application of 
Starting Motor. 




















































































































































































THE ELECTRIC GENERATOR. 


356 



Cable (A), instead of connecting directly to the 
starting switch, connects to frame of car. The 
car frame carries the current to the grounded 
terminal of starting .switch. 


Cable (A), instead of connecting directly to tho 
starting motor, connects to the frame of car. The 
car frame carries tho current to the grounded ter¬ 
minal of starting motor. 

To trace motor 
circuit, “ground¬ 
ed switch” cir¬ 
cuit is traced 
from positive con¬ 
nection of battery 
through cable (A), 
starting switch, 
cable (T) start¬ 
ing motor and 
cable (C), to bat¬ 
tery (NEG) ter¬ 
minal. 

The “Grounded 
motor” circuit is 
traced; positive 
terminal, cable 
(A) to starting 
motor, cable (T), 
starting switch 
and cable (C), to 
battery (NEG) 
terminal. 



CHART NO. 174 —Gray and Davis Wiring Plan of “Grounded Switch” and “Grounded 

Motor.” There are two Wiring Systems in general use; “Grounded-Motor” and 
“Grounded-Switch.” Size of wires; Starting Motor, No. 1 B & S gauge; Dynamo to 
Battery and Lighting Switch, No. 12; To Headlight, No- 10 . — see chart 173. 

































































































































































































































































366 INSTRUCTION No. 28. 

*A SUDY OF LEADING ELECTRIC STARTING AND GEN¬ 
ERATING SYSTEMS: Chalmers, Overland, Hupmobile, 
Marmon, Franklin, Locomobile, Saxon, Chevrolet, Maxwell, 
Mitchell, Studebaker, Dodge, Reo, Haynes; as examples. 


Pointers for Studying this Instruction. 


The fundamental principle of the start¬ 
ing and generating systems have been 
treated in the preceding instructions. If 
the reader will master the principles as laid 
out in the foregoing matter it will not be 
a difficult matter to understand any and all 
systems, because each system embodies one 
or more of the principles explained. Al¬ 
though the methods of operation or con¬ 
struction may vary, the purpose remains 
the same. 

**We will devote this instruction to dia¬ 
grams of the leading electric systems. With 
information gained from the preceding 
“ignition,” “electric starting” and “gen¬ 
erator” instructions, the reader ought to 
easily understand the various systems from 
these diagrams. 


The Delco electric system will be treated 
under a separate instruction, also care of 
electric systems, wiring of electric systems 
troubles and tests. 

^Electrical symbols: before studying the 
different diagrams, learn the electrical sym¬ 
bols as illustrated on this page. For in¬ 
stance, the sign which denotes a “ground,” 
“storage battery” or where “wires con¬ 
nect” or “pass over each other.” They 
will be used quite freely in these instruc¬ 
tions, as well as many of the other signs. 

It is also advisable to refer to chart 
18 ID, for the address of the leading manu¬ 
facturers of electric systems and if the 
explanations are not clear, their catalogs 
will no doubt be of assistance. 

Wiring principles: al¬ 



POSITIVE TERMINAL OF BATTERY OR GENERATOR 
SOMETIMES ABBREVIATED r 'P” 


GROUND TO 

engine or frame 

— 

NEGATIVE TERN INAL OF BATTERY OR GENERATOR 

SOMETIMES ABBREVIATED »” 

c 

CARBON OF DRY BATTERY \ Z 

ZINC OF DRY BATTERY 

-^r=- 

BATTERY-STORAGE OR DRY CELL 

H «HK 

CELLS IN SERIES 

© 

MOTOR-GENERATOR 
3-TERMINAL 

/67o'> 

Vo+^j, 

) 

MOTO R - G EN E R ATO R 

4-terminal 


AMMETER (V) 

| VOLTMETER 

P j PRIMARY 

© 

5ECON DARY E 

©) 

GENERATOR 

motor 

-4- 

WIRES JOINED TOGETHER, SAME CIRCUIT 


WIRES CROSSING, SERERATE CIRCUITS 

-A^MA N 

RHEOSTAT OR VARIABLE 
RESISTANCE 


NCANDESCENT LAMP 

-w- 

METHOD Of SHOWING AN INDUCTIVE COIL 

v\WVr 

METHOD Of SHOWING A NON-INOUCTIVE COIL (ALSO USED TO 

• SHOW INOUCTIVE COIL WHEN THERE IS NO DANGER OF CONFUSION) 

TAT 

USED FOR RESISTANCE ONLY 

jr 

AUTOMATIC CUT-OUT 

10 

SHUNT WOUND MACHINE 
MOTOR OR GENERATOR 

<SL= 

SERIES WOUND MACHINE 
MOTOR OR GENERATOR 

0 

ARMATURE AND BRUSHES OF MOTOR AND GENERATOR 

ii 

MOTOR BRUGH 
SWITCH 


SWITCH 



CONTACT 

POINTS 

-5—H 

PUSH BUTTON OR 
LIGHTING SWITCH 


zc 

STARTING SWITCH 

® 

PUSH 

BUTTON 

os==o 

FUSE 

□ammo 

BALLAST 

COIL 

C3 

COWL 

light 

-A/V 

PRIMAR 
coarse wi 

Y 

pE 

YN\!f 

y ° OT &r T,ON -{=)- CONDENSER 

— 

HEAVY 

CABLE 

-> 

ARROW INDICATES DIRECTION OF CURRENT FLOW 

✓'■''or-* •* 

c.w. 

CLOCKWISE REVOLUTION 

>^OR"'v 

c.c.w. 

COUNTER-CLOCKWISE REVOLUTION 

V 

VOLT, UNIT OF 

POTENTIAL OR PRESSURE 

A 

ampere,UNIT OF CURRENT 

QUANTITY 

D.C 

DIRECT CURRENT, FLOWS CONTINUOULY AND ALWAYS IN ONE DIRECTION 

A.C 

ALTERNATING CURRENT 

the 

FLOWS FIRST IN ONE DIRECTION 

N THE OTHER 

K.W 

Kl LOWATT, (l,000 WATT5) 

H.P 

HORSE POWER(746 WATTS) 

W 

WATT = ONE VOLT X OINE AMPERE 


though this subject is 
treated under “wiring 
of electric starting and 
generating systems” it is 
well to know that there 
are two wiring princi¬ 
ples; “single wire” and 
11 two wire ’’ systems. 

The “single wire” sys¬ 
tem is where one insu¬ 
lated wire is used and the 
frame of car is used for 
the return circuit. This 
system is used most, as 
it will be noted in dia¬ 
grams following. 

The “two wire” sys¬ 
tem is where there is no 
ground to the frame, but 
two insulated wires are 
used. 

Another point to re¬ 
member in studying the 
different electric systems: 
note the starting, gei jr- 
ating, and ignition sys¬ 
tems, are not always of 
one manufacturers’ prod¬ 
uct. For instance, the 
Studebaker usos the 
Remy ignition and gener¬ 
ator, and a Wagner 
starter. The King uses a 
Ward-Leonard starter and 
generator, and the At- 
water-Kent ignition. 


tA storage battery plate is indicated by a long line as positive plate, and a short black line as 
negative plate. One pair of lines represent a cell, for instance, note symbol to designate a 3 cell bat¬ 
tery—at lower left corner of fig. 1, page 391. See also, fourth symbol from top on above chart. 

*See pages 544 to 546 for “Specifications of Leading Cars,” which will give the make of starter, 

generator, ignition, carburetor, etc., used on all leading cars. See instruction No. 34, “Operating 
Cars,” for lever movements, for gear shift, and control systems of different leading cars. See pages 
434, 543 for “Lamp Voltages.” See index, “Removing Battery.” *See instruction No. 24 and page 
543 for “Ignition Timing.” 

•*We do not attempt to show the latest wiring diagrams in this book fox two reasons: because the 
reader must master the early principles first; second, because most of the cars which need repairing 
are older models. See ad for Wiring Diagram Book for wiring of all cars. 


































































































367 


STUDY OP’ DIFFERENT ELECTRIC SYSTEMS. 



BATTERY AMMETER. 


CNITION AND 
LIGHT SWITCH 


WIRE TO COIL 


BATTERY 


(POSITIVE 

[WIRE 


COIL 


NEGATIVE FROM BATTERY TO STARTER SWITCH 


STARTER SWITCH BUTTON 


SPARK CONTROL FROM STEERING COLUMN 


By referring to the “Specifications of Leading Cars,” charts 229 to 234, it will be noted that the 

Chalmers use a Remy ignition system and a Westinghouse starter and generator.* 


The ignition system: The timer and distributor are located on the generator and driven by spiral 
gears off the generator drive shaft. The connections are shown in diagram. The firing order is 1, 4 , 
2, 6, 3, 5. The timing contact points should be kept adjusted to .015 to .020 inches. Spark plug opening 
should be .025 inches. * 

Setting of timer. Place piston in No. 1 cylinder after top dead center, between power and 

compression stroke. Then the timer should be slowly and carefully turned backward (contrary to the 
direction of normal rotation) until the interrupter points just separate. At this point connect up levers 
so that with fully retarded spark lever on the steering gear quadrant, this interruption should have Just 
taken place. The cam on timer is a hexagon six point cam. It is a taper fit on shaft and locked in posi¬ 
tion by a small nut screwed on the shaft over top of cam. Distributor should just be making connection 
with spark plug in cylinder number 1. 

All upper dead centers are marked on rim of fly wheel thus—D. 0. 1 & 6, D. C. 4 & 3 or D. O. 
2 & 5, as the case may be. 


TO TAIL LIGHT 



TO HORN 


BATTERY LIGHTING 


HOT STOP INLET MAN I FOLD 


FUSE BLOCK 


BATTERY IGNITION 


STARTER 

SWITCH 


IGNITION COIL 


TO SIDE LIGHT 


TO HEAD LIGHT 


TO DASH LIGHT 


AMMETER 


DOPE CUP FOR CLUTCH 


ELECTRIC 

GENERATOR 


FLY WHEEL TEETH 


STARTER PINION 


RATTERY 


The electric starting motor is the Westinghouse, with the automatic gear shift, of the Bendix prin¬ 
ciple, as explained in charts 160 and 161A. 

The generator is also of the Westinghouse make and is located separate from the starting motor. 
This system would be termed a “two-unit’’ system. 


\ 


CHART NO. 175—Chalmers Model S5-C Remy Ignition and Westinghouse Starter and Generator. 

See page 318 for “Chalmers 35“ Ignition Timing and Valve Timing. The older model “six-30” Chalmers used 

the same electric system but parts were placed in a different position. *Auto Lite starter and generator is now 
used. 



















































































358 


DYKE’S INSTRUCTION NUMBER TWENTY EIGHT. 




Q 


left Hand 


Head Lamp 




Tail Lamp Combination Starting Motor Switch 
2 <u4u ?*'" Switch 

uafl< tiilitl 

MVS »h 


Storage 

Battery 


Wiring Diagram of Willys-Knight Six. 



Pig. 10. Position for Spark and 
Throttle Lever* when cranking with 
Electric Starter. 



Fig. 12. Combination switch ia placed on the steer¬ 
ing column instead of the dash. There are four push 
button switches, as follows: 1st, horn; 2nd, ignition; 
3rd, head lights; 4th, dim lights. 


The rear and instrument lights are connected with 
3 and 4. The Overland formerly used 5 switch but¬ 
tons, the fifth was for a solenoid connection for start¬ 
ing. 


Fig. 10. Position for the spark lever (S) and throttle 
lever (T) when cranking with electric starter. 

If battery or generator is disconnected, do not oper¬ 
ate engine unless a short piece of bare copper wire 
is connected from terminal post of generator, to braes 
screw in name plate. 


WUlys Six Model 89 Electric System. 

Starting Motor: Auto-Lite 6 volt with a Ben- 
dix drive which starts engine through the fly¬ 
wheel. See heavy black lines for the circuit 
and note that the battery is grounded at one 
terminal of starting motor. 

The starting motor like all others, is a se¬ 
ries wound machine and has 4 brushes. Most 
all starting motors have 4 brushes because the 
current is very heavy. 


Generator is driven by silent chain from 
crank shaft. Regulation of generator is the 
constant current or inherent method, consisting 
of a reversed series winding, similar lo the 
method explained on page 345; “bucking se¬ 
ries regulation’’, which cuts down the field 
strength, thus preventing an excess output 
when engine is running at high speeds. The 
generator begins to produce current at a car 
speed of about 7% miles per hour and at 
which time the cut-out (circuit breaker) closes 
the circuit between battery and generator. The 
production climbs to about 14 amperes at 20 
m. p. h. At this point the reversed series 
coil holds the output constant no matter how 
fast the car is driven. 

The cut-out (also called circuit-breaker) is 

exactly the same principle as described on 
page 334 and 864B. 

The generator circuit can be traced by start¬ 
ing at the right side terminal on generator, 
through cut-out to ammeter, through ammeter 
to battery ( + ), out (—) side of battery to 
ground (on starting motor), to ground through 
frame, to grounded terminal on generator. 


Ignition system consists of the Connecticut 
closed-circuit timer, distributor, coil (see also, 
fig. 14 next page), and the automatic thermostat 
switch (different from one on page 359). 

The combination switch is mounted on the 
steering post as per fig. 12. 

To trace the primary ignition circuit, start 

at ( + ) side of battery, follow the dark wire 
to ignition button, thence through thermostat 
spring to primary winding on coil, thence to 
timer, back to grounded connection on coil, 

thence to (—) side of battery which is ground¬ 
ed to frame of car at starting motor. 

The ignition secondary circuit is from second¬ 
ary winding on ignition coil, to distributor, 
then through distributor arm to spark plug, 
through ground of engine to ground on coil. 

Note “safety spark gap,’’ the purpose of which 
is explained on page 254. t 

The purpose of the thermostat in the com¬ 
bination switch, is to open the circuit if switch 
is left on when engine is not running. The 
spring (below word “automatic switch’’), heats 
when ignition switch is left “on” and engine 
not running. As long as engine is running the 
interrupter is intermittently opening and clos¬ 
ing circuit and this blade does not heat, but 

™ en c ^ rcu ^ is closed for any length of time 

(30 or 40 seconds), then it heats and bends 
down, making contact with magnet coils which 
causes switch button to release, as explained 
°n page 254, thus opening circuit. 

To time ignition: Retard timer. Turn fly¬ 
wheel slowly by hand until mark “1—6DO” 
on fly-wheel is 1 inch past the indicator on rear 
end of cylinder, just after the completion of 
compression stroke in either No. 1 or No. 6 
cylinder. Then so mesh the timing gears with 
the timer drive gear that the points of timer 
are just starting to separate and the distributor 
arm is making connection with the cylinder being 
timed. See also, page 253. Firing'order: 1, 5, 

O, 2, 4. 


To time Overland model 85-B: Turn fly¬ 
wheel until mark “1-4UP” on it, is 1*4" past 
indicator, in either No. 1 or 4 cvlinder when 
just completing compression stroke'. “Country 
S- U ^ 4 . m ? del ; 13 /4” Past indicator; Willys-Knight 
Eight; place mark “1-4-TO-R,” 1%" past in¬ 
dicator. Model 90; place mark “1-4UP’’ 1" 
past indicator. Firing order model 90, and 85B 
1, 3, 4, 2. Timer gap .018"; plug gap .025". ’ 


To raise ampere rate of Auto-Lite generator 

if below 14 amperes, remove small brass cover 
plate from side of generator where brush hold¬ 
ers are fastened to a ring. Loosen screws and 

turn ring in direction of rotation. 


CHART NO. 175 A—Willys-Knight Six “Model 89“ Electric System, Explaining the Combination 

Switch on the Steering Post. See pages 497-49 for Overland Gear Shift. See page 112, 113- meshing eears 
and silent chain adjustments. *See page 320 to tell when piston is on compression stroke. 









































































































































































roller 


Retaining 
screws 


cam on 
shaft 


breaker 

plate 

contact 

points 

retaining 

screws 


Connecticut Tinier—Top view 


The only cars manufactured by the Willys-Over- 
land Co., Toledo, O., for 1920 are: “Overland 4’’, 

page 677 and the “Willys-Knight “model 20.” 

The model 90 electric system is explained, due 
to the fact tfcat a great number are in use. 

Starting motor is similiar to the description on 
pag8 358. 

Generator is the Auto-Lite. Regulation of cur¬ 
rent by third-brush, (the principle of which is ex¬ 
plained on page 389). Generator begins to pro¬ 
duce current at 8 miles per hour car speed sufficient 
to close cut-out (circuit breaker) contact points, 
thus connecting battery with generator. At 20 
m. p. h. output is 14 amperes; at 25 m. p. h., about 
15 or 16 amperes. Maximum output of 17 amperes 
is produced at 32 m. p. h., after which speed the 
current decreases. 

Ignition. The Splitdorf closed-circuit timer 
and ignition coil is shown in fig. 8. 

Primary circuit. Start at battery (+) side, 
follow single arrow points to B on thermostat switch 
through A to C, thence to primary winding (P) on 
coil, thence through resistance R (see purpose of 
resistance unit on pages 246, 250, 378), to insulat¬ 
ed contact on timer, through timer points to 
grounded timer contact, to ground connection to 
battery (—). Note (—) side of battery is ground¬ 
ed on starting motor at (BG) which grounds 
battery to frame of car. 

Secondary circuit: From secondary winding on 
coil, through cable (S) to distributor arm (D), 
to spark plugs, through engine to ground of coil. 

Safety spark gap is provided between ground 
connection to secondary winding, for reasons ex¬ 
plained on page 254. Condenser, like all con¬ 
densers, is shunted across primary circuit. 

Connecticut model 16 timer (fig. 11) and coil 
(fig. 14) are used on some of the “model 90“ 
Overland cars. Note this coil circuit is clearly 
shown. P is primary winding and S, secondary. 
The wire from C on coil connects with 0 on 
thermostat switch. — 


Connecticut thermostat switch, also called auto¬ 
matic switch is used on all “model 90“ cars. 
This switch (fig. 10) is different from the ther¬ 
mostat switch shown on page 358 and 254, in 
that blade D, takes the place of the magnet coils 
on the thermostat switch shown on above pages. 

Purpose of thermostat switch. It must be 
understood that this timer is a closed-circuit type, 
therefore if engine is not running and switch is 
left “on”, a waste of current and heating of coil 
results, therefore this switch opens the circuit. 

Thermostat action (see fig. 10 and 8). Battery 
current flows from battery ( + ), to B, then through 
insulated spring (S, fig. 10). If ignition button 
is pushed in, then an insulated plunger (E) on 
switch button, presses against spring (SI) causing 
spring (S2) to close points (0). Current then 
travels through (A) to (1), through resistance 
wire ribbon (T) (thermostat wire which is insulat¬ 
ed from A, except where grounded to A at 1), to 
insulated connection (0), to (0) connection on 
coil. 

So long as engine is running, the intermittent 
opening and closing of timer contact points prevents 
(T) from heating, blade (A). 

If engine stops with ignition switch “in“, then 
timer points are closed, and within for 30 or 40 

seconds, the continuous current passing through 
resistance wire (T) heats spring blade (A), caus¬ 
ing it to bend down, thus making contact with (J) 
at (X). Current then flows through (J) to (T) 
on blade (D), through (2) to ground connection 
of switch box at (G). 

Blade (D) then becomes heated and bends 
up, releasing a wedge shaped lug (L) which is 
attached to under part of D, from a groove in 
ignition biitton shaft. The spring (SI) then easily 
forces ignition button “out”, thus opening circuit 
at O and X. See also, page 365. 

Ignition timing, and firing order, see page 858. 

If battery is disconnected, 6hort circuit between 
the two terminal posts on front end of generator. 


CHART NO. 175AA. Overland “Model 90“ Electric System, Explaining the Principle of the Con¬ 
necticut Thermostat Switch. Sec also, pages 365, 254. 




































































































































































































































360 


DYKE’S INSTRUCTION NUMBER TWENTY-EIGIIT. 


Hupmobile Series “N“—1916-17 Electric System. 

The Hupmobile formerly used a Bijur starter and generator. The system now used is a \V esting- 
house starter and generator and the Atwater-Kent Ignition. 

Westlngbouse generator—driven by chain front end right side. Charges battery at 8 miles per 
hour, at which point the cut-out connects with battery. At 20 miles per hour, generator reaches its 
maximum. Charging rate 14 to 18 amperes if battery is low, and G to 9 amperes if battery is well 

The regulator performs two functions. It acts as a 
cutout, which connects and disconnects generator from 
the battery at a certain predetermined speed. It also 
acts as an automatic voltage regulator which, after 
the cutout has made connection between the generator 
and battery, automatically keeps the generator volt¬ 
age below a certain fixed value, and thereby controls 
the output of the generator. 

Wiring: There are two wires leading from the 

generator to the regulator. The larger of these two 
wires connects the generator terminal nearest to the 
engine with the regulator terminal, which is at the 
extreme right as viewed from the driver's seat. The 
other wire connects the generator terminal nearest the 
car frame with the middle terminal on the regulator. 
(See illustration above.) 

To adjust generator chain tension proceed as follows: 
slightly loosen the three nuts holding the generator to 
the crank case, remove the shield over the front of 
the generator, then with the lower bolt "as pivot, the 
generator can be swung to either side until the proper 
tension is obtained. 

The chain can only operate in one direction. Arrows 
stamped on each link show the direction in which the 
chain should run. The proper chain tension or adjust¬ 
ment is when a very slight motion can be felt in the 
chain. 

Starting motor is located on right side of engine and 
drives through a gear on the flywheel operated Vy a foot 
pedal. Starter pedal is located to right of foot accelera¬ 
tor pedal. 

Ignition—Atwater-Kent (see page 248). Firing order 
1, 2, 4, 3. 

Setting the ignition: Set the hand spark lever in a horizontal or mid position on the sector, and 
loosen the two nuts on the control rod at either side of the small swivel block at the igniter. 

The piston in No. 1 cylinder should be raised to top dead center, which should be at a time when 
the mark “1 and 4 CL” on the flywheel registers with the dead center, which can be ascertained by re¬ 
moving the flywheel cover. Turn on past dead center about two inches. Then the distributor unit 
should be turned so that the lug, to which the swivel connects, points directly away from the carburetor 
and then carefully turn back about 1/6 of a turn contrary to the direction of normal rotation of the 
distributor shaft, until a click is heard; then clamp the adjustment in place. 

If the distributor unit has been properly installed, the metal edge of the distributor block, should 
be pointing toward the radiator. 


charged. 





Wiring Diagram oi Weatinghouae Equipped Cara After 7S.OOG 


A—Storage Battery J— 

B—Starting Switch K- 

C—Starting Motor L- 

D—Generator M- 

E—Voltage Regulator N- 

F—Ammeter O- 

G—Ignition Switch P- 

H—Lighting Switch Q- 


-Spark Coil 
—Atwater-Kent Ignition 
-Horn 

-Head Lamps 
-Tail Lamp 
-Instrument Lamp 
-Horn Push Button 
-Spark Plugs 


King Eiglit-Cylinder Model “EE & F“ Electric System. 

Wiring, single wire, grounded return; Lamps, single contact. All are 6-8 volt. Head lights are 18 c. p. 
and 4 c. p. Instrument and tail light 2 c. p. Fuse, 10 amp.; Generator, Bijur constant current type, page 
925; Starting motor, Bijur with Bendix drive, page 331; Ignition, Atwater-Kent, type “CO” closed cir¬ 



cuit per page 249. Ignition timing, place No. 1 piston on top, place spark lever within Vz inch of full 
retard and time per page 250, except timer should have a % in. or 1 in. movement. Automatic advance 
not used. Firing order, 1, 8, 3, 6, 4 5, 2, 7. Cut-out is mounted within generator housing. Regulation; 
third brush. 


CHART NO. 175B—Hupmobile Electric System. King Model “EE and F’’ Electric System. 









































































































































































361 




STUDY OF DIFFERENT ELECTRIC SYSTEMS. 



Bosch starting, generator and ignition system. Three unit type. Ignition: Bosch DU6, indepen¬ 
dent magneto, driven from the generator shaft, by means of a flexible coupling. A grounded, “one wire’’ 
system is used. 


Ignition timing; the magneto should be so 
timed, that with a fully retarded spark, the 
interrupter platinum points will just begin 
to separate, when the line marked “top cen¬ 
ter’ J on the flywheel has still one inch to 
go before passing under the flywheel poin¬ 
ter. On the magneto coupling, there is an 
adjustment by which the magneto timing 
may be advanced or retarded, in its fixed re¬ 
lation to the engine piston, as desired. For 
valve timing, see page 113. Firing order, 
1, 5, 3, 6, 2, 4. 

Starting motor—Is series wound with a dis¬ 
placement type armature, called the “auto¬ 
matic electro magnetic gear shift” t} r pe. 
It is located on the right hand side of engine. 
See chart No. 161. 

The Bosch dynamo, type “DSR-3,” is a 
shunt wound machine, having an iron ballast 
coil working in parallel with a bucking field 
coil, (see illustration B, chart 163,) these 
serving to keep the dynamo output within 
the proper limits. 

At low dynamo speeds the current on the 
line passes through the ballast, which, when 
cold, has a high conductivity. 

At higher dynamo speeds, however, when 
the current output is liable to rise excessive¬ 
ly, the ballast heats up, and its higher re¬ 
sistance forces a high proportion of line cur¬ 
rent through the bucking coil mounted on the 
field, thus reducing the dynamo output auto¬ 
matically, see fig. 2, chart 166. 

Tlie control box, is mounted above the gen¬ 
erator, convenient for inspection. Incorpor¬ 
ated in the control box are the automatic cut¬ 
out, the field fuse and the iron ballast coil. 
The automatic cut-out is provided for the 
purpose of automatically connecting the dy¬ 
namo to the battery, when the dynamo vol¬ 
tage is at a value sufficient to cause the bat¬ 
tery to charge, and automatically disconnect¬ 
ing the dynamo from the battery, when the 
dynamo voltage drops below that necessary 
for charging. 


Voltage—The Bosch system here described, 
is of the 12 volt type, using Willard 6 cell 
storage battery. 

Dynamo lubrication—Each oil cup should 
receive two or three drops of oil every 600 
miles. Light machine oil and not cylinder 
oil should be used. 

Trouble rinding. 

Trouble finding: If the ammeter registers on the 
discharge side when all the lights aro off, particu¬ 
larly when the engine is running; or if a heavy 
reading is noted on the discharge side when the 
lights are on and the engine is standing, either a 
ground or a short circuit is indicated. If with 
lights off and engine operating at normal speed, the 
ammeter shows zero and at the same time the proper 
battery discharge reading is obtained when the en¬ 
gine is stopped and the lights are on, the generator 
is not working. 

If the lights are obtainable with the engine at a 
standstill proceed as follows: Inspect the main 
fuse in the control box; see whether battery is 
badly run down; loose or broken battery connec¬ 
tions; loose, broken or disconnected wire between 
battery and the CB (marked on switch) terminal of 
the switch that is, either between the negative termi¬ 
nal of the battery and the B terminal of the control 
box and the CB terminal of the switch, or between 
the positive terminal of the battery and ground. 

If the fuse is blown the trouble should be located 
by testing the various lamp circuits before a new 
fuse is put in. 

If lights are obtainable only when the engine is 
running, it is likely that the battery has become 
disconnected. If this is so, the ammeter will show 
zero with all lights off instead of reading charge 
when the engine is running. Also when the lights 
are switched on with the engine running, the in¬ 
tensity of the lights will vary with the speed of 
the engine. The engine must not be operated un¬ 
der these conditions, as there is danger of burning 
out the windings of the generator. 

If all lights are dim with the engine off, tho 
trouble may be due to a weak battery; poor con¬ 
nection at the battery, or at some point in the cir¬ 
cuit, between the battery and the terminal OB of 
the lighting switch; a deteriorated main fuse; a 
partial short circuit as mentioned above. 

Battery polarity reversed: If, when making the 
installation or at any other time, tho battery should 
be incorrectly connected to the system, the cut-out 
will vibrate rapidly; this must be remedied by in¬ 
terchanging the wires which connect to the bat¬ 
tery terminals at the battery. 






CHART NO. 176 —Marmon “34” (1916-17): Bosch Starting Motor, Generator and Ignition Sys- 


' inis -iq Marmon the Bijur starting motor and generator wore used together with the Bosch DU-6 magneto 

Si connection with™ volt Prest-O-Lite battery. On th ■ 1920 Marmon the Delco starting, lighting and ignition 


equipment and a G volt Willard battery is used. 






























































































































362 


DIKE’S INSTRUCTION NUMBER TWENTY-EIGHT. 


I 


I 



The Dyneto starting and lighting system on the Franklin, is a combined generator and starting motor, 
in one unit. The complete electrical gystem therefore, is of the two unit type. (Starter and generator 
form one unit and Atwater-Kent ignition the other.) The starter is driven by a silent chain. 


This system requires neither a voltage regulator or cut-out, automatically changing from a motor to 
a dynamo as engine speeds up. 

The starter switch has three positions: “off”, “neutral” and start”. When the switch is thrown 
to start position, the starting motor turns engine over until engine begins to fire. Then at an engine 
speed, corresponding to a car speed of 8 to 9 miles per hour, the starter automatically begins to generate. 
The generating current on both series 8 and 9 cars is controlled by thrid-brush regulation. This gives 
a maximum charging current of 12 to 14 amperes at a car speed of approximately 20 miles per hour. At 
higher speeds the charging rate decreases so that at 40 miles per hour the charging rate is approximate¬ 
ly 9 amperes. The neutral position of switch Bhould be used when the car is being driven for long 

periods or when the battery is fully charged. When the switch 
is set on neutral the charging of the generator is discontinued. 

Ignition: The Atwater-Kent system of ignition used, is the 
K-2 type, with automatic spark advance (see chart 117). 
This system uses very little current and in case of a dead 
battery, it can be operated on dry cells. The breaker points 
should be set .010 inch apart. 

Wiring: The lighting system is wired independent of the 
starting system. The head and dimmer lamps are 14-volt and 
are wired in parallel so that the burning out of one lamp will 
not affect any other. The tail and dash lamps are 7-volt and 
are wired in series so that if either one burns out, the other 
will not burn. The dash light is therefore a tell-tale for the 
tail light. The horn is a 14-volt one. 


Locomobile Electric System. 

Westinghouse generator and starting system. Three unit type. 
Generator is placed on right side. Regulation: by a dif¬ 
ferential winding of the field, and is magnetic—no moving parts. 
Starter: on left side of engine and works upon the flywheel ring- 
gear from below. Ignition: separate Eisemaun magneto—high ten¬ 
sion dual system—similar to the Bosch, as explained in charts 
134 to 136. Firing order: 1, 5, 3, 6, 2, 4. Magneto setting: with 
spark full advanced, spark occurs while piston is 7/16 inch from 
top ( on the “48”) and 6/16 inch from top on the model “38.” 
Battery and coil setting: with spark lever retarded, spark will 
occur, after piston has just started down—this is to make hand¬ 
cranking safe. 

Battery: 6-volt—used for starting, lighting, and ignition. 

Wiring: Single wire, grounded return.—Positive terminal of bat 
tery (BG.) is grounded. Negative side (BW.) goes to primary 
relay or cut-out—switch (P). Lighting: current is taken through 
wire (21) from switch (P) to the terminal (B) of the generator 
(G.) passing through field winding of generator, and out at ter¬ 
minal (L) to lead (22) thence to terminal (1) of lock-switch. 

Starting Motor: Wire (23) runs to magnetic coil in switch 
(P) from here lead (24) goes to terminal (9) on lock switch— 
out terminal (8) to terminal (20) on “gang dash-switch,” then 
to ground via terminal (19.) When starting button is pressed,— 
current flows along wires (23 and 24), lock switch (P) closing 
switch and thus permitting current to flow through (B) to the 
starting motor magnetic switch. The magnetic pinion shift, is 
an electro-magnetic affair, which automatically throws the arma¬ 
ture shaft with its pinion, in mesh with fly-wheel gear. 



BG—Battery ground wire ( + ). 

BW—Battery lead wire (—). 

G—Generator. 

M—Starting Motor, 
p—Primary relay or cut-out switch. 
4 —Gang switch. 

16—Tail-light connection. 

19—Ground connection. 

37—Ignition switch. 

41—Volt meter. 

67—Dimmer switch. 


I 




JHART NO. 177— Franklin: The Dyneto Starting Motor and Generator and Atwater-Eent Igni 
tion. The Locomobile Model “88” & “48:” Eisemann Magneto Ignition and Westing- 
house Starter and Dynamo, (see pages 500 and 497 —Loco gear shift and spark control.') 

^Wiring diagram is that of series 9. The series 8, manufactured in 1915, 1916, used the Eisemann magneto 
with automatic advance. 





















































































































































































































f 


STUDY OF DIFFERENT ELECTRIC SYSTEMS. 


363 



The Splitdorf-Apelco starting and lighting, system The Starting Switch is one built especially for use 
as a single unit, consists of a motor-generator, with this system. Its design is such as to make 

indicating automatic switch and starting switch. arcing of the contact impossible, 

together with a 12-volt storage battery. 


Generator: By connecting the motor dynamo across 
the terminals of the battery, through the starting 
switch, the motor-dynamo acts as a motor, spinning 
the engine until it picks up on its own power. The 
motor-dynamo is then driven by the engine as a 
generator, furnishing current for charging the bat¬ 
tery. 

Acting as a motor, the unit has sufficient power 
to spin the engine at a good rate of speed. As a 
generator, it has capacity to keep the battery fully 
charged insuring ample current for starting, lights, 
ignition, horn, etc. 

The armature of the machine has but one set 
of windings, one commutator and one set of brushes. 
No gears or clutches are employed in the construc¬ 
tion of the motor-dynamo, the armature being the 
only revolving part. Sprockets and silent chain are 
used for driving the starting and lighting unit, no 
additional reduction being necessary than that se¬ 
cured through the sprockets. 

The current output of the dynamo is controlled by 
means of the special field windings. This inherent 
regulation feature makes it impossible to charge 
the battery at too high a rate, and at the same time 
makes the use of any regulators unnecessary. 

The indicating automatic switch, is mounted in 
the circuit between dynamo and battery. Its func¬ 
tion is to make connection between these two units 
when the voltage of the dynamo exceeds that of the 
battery—as well as break connection when the bat¬ 
tery voltage exceeds that of the dynamo. In other 
words, the switch automatically closes when the dy¬ 
namo is being driven at sufficient speed to charge the 
battery allowing current to flow from the dynamo into 
the storage battery. When the dynamo is not run¬ 
ning at sufficient speed to charge the battery, how¬ 
ever, or is stopped, the switch automatically opens, 
preventing a discharge of current from the battery 
back through the dynamo. 

The Indicating Automatic Switch is equipped with 
an Indicating Dial which is mounted on the dash 
and shows at a glance whether or not the battery is 
being charged. When current is flowing into the 
battery the words “Charge On” show on the dial 
and when the battery is not being charged the words 
“Charge Off” appear. 


A 12-6 volt Storage Battery is used in connection 
with the Splitdorf-Apelco starting and lighting 
system for motor cars. The battery is divided 
into two individual 6-volt units which are enclosed 
in one case. 

At the time of starting, when the starting switch 
is pressed down, the two 6-volt units of the battery 
are then connected in series through the switch, 
furnishing 12-volt current to the motor-dynamo. 

This, however, does not affect the voltage to the 
lamps, as 6-volt current is supplied for lighting and 
ignition at all times. As soon as the starting switch 
is released, however, the two battery units are 
connected in parallel and charged as a 6-volt-battery. 

The use of 12 volts for starting, insures sufficient 
power to spin the engine under normal conditions, 
as well as cuts down the current drawn from the 
battery. At the same time, 6 volts for charging 
makes it posible for the generator to begin charg¬ 
ing at very low car speeds, as well as makes the 
use of 7-volt bulbs possible for the various lamps 
on the car. 

General circuit: The current flows from + 

D on generator to -f D on indicating switch, through 
the winding in the coil, coming out at + B, then 
to + A on starting switch, where it divides, one 
side leading to + A on battery through battery to 
—A on starting switch. The other half of the cur¬ 
rent flows through jumper in the switch to -f- 
B on starting switch, through to + B in battery 
through battery to —D on generator thence to 
—B—D on starting switch —B-D are the common 
return points of the current on starting switch, 
from there to —D on generator. 

Starting switch: When the switch is depressed 
the current flows from the battery at + A to 
-f- A on starting switch, through switch to 
-j- M on switch, then to -f- M on motor dynamo, 
through motor-dynamo to —B—D on starting switch, 
then to —B on battery, through battery to + B 
on battery then to + B in starting switch, through 
switch to —A on switch to —A on battery, through 
battery, to -j- A completing the circuit. 

If battery is removed: connect a wire across posts 
—D and + D of motor-generator. 


CHART NO. 178—Splitdorf-Apelco Electric System as an Example of a 12 volt Motor-Generator— 
as formerly used on Briscoe. The Ignition is Connecticut. 


































































































364 


DYKE’S INSTRUCTION NUMBER TWENTY-EIGHT 


CAUTION 

NEVER RUN GENERATOR WITH BATTERY REMOVED 
NOR WITH fVIRC DISCONNECTED FROM GENERATOR 
SEE CAUTION PLATE ON GENERATOR 


GROUND 






r — 


<TAorri? 


| SAXON 


HEAD LIGHT 


Saxon Six. 

Wagner starting 
motor with Ren- 
dix drive. Wag- 
oer dynamo, chain 
driven. Remy- 
battery and coil 
ignition. Wiring, 
6-volt single wire, 
three unit system. 



HEAD LIGHT 


GROUND 


To set timer on Saxon, crank engine until piston No. 1 has passed its uppermost position, on com¬ 
pression stroke one inch on the fly wheel. This position can be determined by dead center mark (DO) 
on fly wheel. Move to position one inch past the fly wheel pointer. No. 1 post on timer cap must now 
be in position to make contact with wiper. Rotate body of timer until contact breaker opens. Now con¬ 
nect timer to spark control lever. Set above with spark lever full retard. Firing order is 1, 5, 3, 6, 2, 4, 
Breaker point gaps are set .015 and spark plug gap, .025". Above is the 1916-17 model car. 

Electric System. 

The generator is a “reversed 
series wound” dynamo. Begins 
charging at 7 miles per hour, and 
reaches maximum current produc¬ 
tion at 20 miles, at which speed 
the amperage is about 14. At 
higher speeds the reversal series 
coil holds the output at this am¬ 
perage. 

Cutout or circuit-breaker—if re¬ 
moved, connect a short piece of 
copper-wire between terminal posts 
on generator, see chart 175AA 
for type cut-out used. 

Ignition is the Connecticut, 
as explained on page 254. 

To time the ignition: Ro¬ 
tate the fly wheel until the No. 
1 intake valve begins to open. 
Piston No. 1 is then at “top 
center.” 

After removing the spark 
plug and inserting a screw 
driver or rod as illustrated on 
page 636 continue to rotate the 
fly w.heel until the piston again 
reaches top of its compression 
stroke. 

Turn switch on and as in starting, slip the 
igniter on the shaft and connect the wires to 
their proper plugs, then remove the No. 1 wire 
from the terminal socket on the distributor case 
and hold it about one-quarter inch away from 
the brass ring of the socket, as in fig. 4. 

Rotate the entire igniter assembly on the shaft, 
in a clockwise direction, until a spark jumps 
from the end of the spark plug wire to the 
brass ring of the terminal. The igniter set 
screws should then be tightened, and the No. 1 
wire inserted in its socket. Setting is made 
with spark lever retarded. Firing order, 1, 2, 4, 3. 

On “490” Chevrolet no adjustment of brushes 
on generator is provided. If generator fails to 
give its full output—see page 409. Later “Auto- 
Lite” generators have third brush regulation. 



Pig, 2 —Wiring diagram of Chevrolet 


Ignltsr v 

UlSTRlbUTOK 



Commutator 

Cov«r 


Igniter Go; 



Fig. 3—Showing position of 
generator and ignition system. 
Also see pages 254 and 636. 


Fig. 4. 


CHART NO. 170—Saxon “O:” Wagner Starter and Dynamo and Remy Ignition. Chevrolet 
“490:” Auto-Lite Starter with Bendix Drive and Auto-Lite Generator and Connecticut 
Ignition. 









































































































































































































































































































































STUDY OP DIFFERENT ELECTRIC SYSTEMS. 


365 



R XXA. 

Top Vicw'of Timer 


(j -volt 


Automatic 
Rear View sw > lc 5 Front View 

of Switch of Switch 


Dort Electric System Explaining The 

The Connecticut ignition system using the 
Connecticut automatic thermostat switch, 
which is similar to the one shown in fig. 10, 
page 359, is clearly shown in this illustra¬ 
tion. 

The purpose and action of this automatic 
switch is explained on pages 359 and 358. 
Also note that there are two types of Con¬ 
necticut automatic thermostat switches; the 
type using magnets and one thermal blade, 
per pages 254 and 358, and the type where 
magnets are dispensed with and two thermal 
blades A and D are used, as per fig. 10, page 
359 and this page. 

Primary ignition circuit can be traced 
by starting at + of battery to thermostat 
connection B, through spring S, to connec¬ 
tion C, (when ignition button is “in”), 
thence to primary winding of coil C, through 
coil out coil terminal B to stationary con¬ 
tact B on model 16 timer, through points P to 
movable contact A (which is grounded), to 
grounded terminal of coil primary winding 
at A, tlirough ground plate (GP) to ground 
(—) of battery. 

Secondary ignition circuit is from second¬ 
ary winding through safety gap, to center 
terminal (CT) of distributor, to distributor 
arm (D) which passes the secondary current 
as it revolves, to spark plugs, thence through 
center terminals of spark plugs across spark 
plug gaps to shell of spark plug to engine 
frame thence back to ground plate (GP) on 
coil to grounded terminal of secondary wind¬ 
ing. 

Generator is the Westinghouse, using a 
third-brush regulation with a cut-out switch 
(reverse current type) contained in generator. 
Note one terminal of generator is grounded, 
likewise the (—) terminal of battery. When 
starting, ignition current is taken from 
battery. After starting, and generator gains 
sufficient speed (8 or 9 miles per hour car 
speed), then the generator supplies current 
for ignition and charges battery. The gener¬ 
ator produces 12 to 15 amperes at 18 miles 
per hour. At higher speeds the charging 
rate decreases slightly. 


*Conne cticut Thermostat Ignition Switch. 

The starting motor (not shown) is located 
on the left side of the engine, at the rear. 
It is fitted with a Bendix drive which auto* 
matically engages and disengages the flywheel 
gear as explained on page 331. One terminal 
of starting motor is grounded, other terminal 
connects with starter switch, from starter 
switch to battery ( + ), through battery to 
ground. , 

The lighting and ignition switch is com¬ 
bined with the Connecticut automatic ther¬ 
mostat ignition switch, a front and rear 
view is shown above. It has two buttons. 

When button to left is pushed in, the 
ignition is “on”. When it is pulled out the 
ignition is ‘ ‘ off ’ \ 

When button to the right is pushed all 
the way in, the head-lights will burn ‘ ‘ dim ’ 
as the dimmer resistance (RS) is in series 
with the circuit. When pulled all the way 
out the head-lights will burn “bright ’ 1 as 
the resistance (RS) is then cut out of the 
circuit. When placed in the center, the lights 
are “out”. 

Fuse for lights is under hood on right side 
and a fuse for the horn is on the left side. 
If all lights fail to burn or horn fails to 
operate see if the fuse is blown. The fuses 
are 7 volt, 10 ampere enclosed No. 1 type, di. 
1 /4"x%" glass tube. 

Timing ignition. Open priming cocks. Turn 
starting crank until 1 and 4D0 (cylinders No. 1 
and 4 are on dead center of compression stroke) 
appears on flywheel and is in line with center 
mark on crank case, then turn flywheel 1 inch 
past this dead center line. 

Retard spark lever and loosen set screw on 
distributor shaft. 

Push in the ignition switch button. Disconnect 
the spark plug wire on cylinder No. 1, and place 
it so that the terminal may be about ■?%" from the 
metallic part of the spark plug. 

Turn the distributor shaft very slowly, in a 
clockwise direction till a spark is seen between the 
spark plug and the wire terminal, and stop. 

Screw securely the set screw on the distributor 
shaft, put the handles of the priming cups in a 
vertical position and the spark is correctly timed. 

Firing order is 1, 3, 4, 2 and wires to spark 
plugs should be so attached to distributor in this 
order. No. 1 cylinder is the one next to fan. 
Spark plug is %-18 thread and gap should be 
.025". Timer gap, see page 254. 


CHART NO. 180—Dort Electric System Explaining the Connecticut Automatic Ignition Switch—See 

also, pages 359, 358, 254. 

*The Connecticut ignition system consists of model 16 timer, type GA coil and K. V. B. switch. 




























































































366 


DYKE’S INSTRUCTION NUMBER TWENTY-EIGHT. 


Maxwell 25 Electric Systems. 


1915-16-17 cars used Simms-Huff motor-generator 
combined in one unit. As a starting motor it operated . 
at 12 volts from the 12 volt battery (per fig. 20 , page 
867). A» a generator, it delivered current at 6 volt* 
to battery in two halves, or in parallel, (fig. 21 , page 
367). A Simms magneto was used for ignition. 

1918 Car used the same system, except the Atwater 

Kent 6 volt ignition was used instead of a magneto. 
In Aug. 1918 the system was changed to a straight 12 
volt battery and 12 volt ignition. 

1919 Cars used the same system (changed in Aug. 
1918). 

1920 Cars use an Auto-Lite 6 volt generator, third- 
brush regulation. 6 volt Atwater Kent ignition and 
a separate starting motor with a Bendix drive and 
6 volt battery. 


1919 Maxwell (Aug. 1918). 

Starting Motor (see fig. 1, page 367) current from 
(-)-) or 13 connection on 12 volt battery, through 
starting switch to terminal 11 on starter-generator, 
through brush support to starter brushes 2, 4 and 6 , 
through commutator bars, through armature windings 
to brushes 1, 8 and 5, through series (heavy) wind¬ 
ings on field poles 1, 3 and 5, to starter yoke and 
ground through starter-generator frame and engine 
back to (—) or 15 terminal of battery. 

The shunt field windings assists the series field 
windings when used as a motor, thus the starter motor 
is known as a “cummulative compound” machine. 
See term explained on page 347. Path of shunt 
circuit would be from (+) or No. 2 terminal on starter 
to post No. 2 (DYN) on back of fuse block, to regula¬ 
tor and cut-out bus bar, through regulator arm, across 
regulator points (which at this time makes contact), 
through wire to terminal post No. 3 (FIELD) on fuse 
block, through circuit No. 3 to field terminal 3 on 
starter frame, through the 6 shunt field windings to 
ground on pole pieces No. 3, thence to ground 15 on 
storage battery. 

Generator uses the same armature and fields. It 
Is driven by the fan belt. The belt being adjusted so 
that it is taut enough to drive generator and charge 
battery, at the same time loose enough to allow it to 
■lip on the generator drive pulley when used as a 
starting motor. 

When releasing starting switch after starting en¬ 
gine, and engine runs under its own power, the motor 
action is converted into a generator which, when up to 
speed will close cut-out points and generates 14 volts 
to charge battery, and Bupply current for lights and 
ignition. 

When used as a generator the series and shunt field 
windings oppose each other instead of assisting, thus 
it is known as a “differential compound” machine; 
the term being explained on page 345. The opposi¬ 
tion of the series field to the shunt field together with 
the effects of the regulator prevents current becoming 
excessive at high speeds. 


Generator, Cut-Out and Regulator Action 

is explained on page 367. When studying the dia¬ 
gram, first trace the generator circuit and note that 
there are two circuits from the generator; the “main 
charging circuit” from 2 to battery, and the “shunt 
circuit” from 2 to 3 generator terminals, which con¬ 
trol the strength of the field poles. 

Don’t confuse the action of the cut-out with that 
of the regulator. A similar device is shown on page 
342, 334. If engine slows down to less than 11 miles 
per hour car speed, then cut-out points will open as 
the shunt coil on cut-out will not have sufficient energy 
to hold cut-out armature ( 2 ). 

Dash panel is a very important part of this electric 
system and is placed on the instrument board. It con¬ 
sists of “lighting” and “ignition” switch, “fuses,” 
“cut-out,” “regulator” and “current indicator” 

The dash panel Is grounded to the instrument board 
cover because cut-out and regulator windings are 
grounded and a good ground should be made at all 
times. ' 

An indicator instead of an ampere meter is used on 
the Maxwell 1915-1919 model cars and shows “Charge” 
when cut-out points are closed and “off” when open. 
See page 410 for principle of an indicator. 


To Test Generator, Regulator and Cut-Out. 

All Models. 

Generator: Remove all wires from generator. Con¬ 
nect large positive terminal on end of generator to 
small field terminal on side of generator with short 
piece of insulated wire. Speed engine up and connect 
between metal part of car and large terminal on end 
of generator. If an arc occurs, generator is O. K. 

Caution—Make sure that fan belt is not slipping 
by grasping generator shaft with one hand while motor 
is speeded up. 

To test cut-out 1916-17-18 models; Ground terminal 
marked “Dyn.” “Bat.”—on fuse block. If ammeter 
shows charge, trouble is usually caused by shunt con- 
tact on starting switch (not illustrated) not making 
connections to ground. On 1918 models which do not 
have this terminal, connection must be made between 
frame of dash panel and any metal of the car. Cut¬ 
out winding is grounded to panel on dash, be sure it 
is well grounded. 

To Test Regulator—All Models: Connect between 
Dyn. + and field terminal on fuse block with pliera. 
If ammeter shows high rate of charge, trouble will be 
found in regulator, usually caused by points being dirty 
or spring tension too weak, although loose soldered 
connections on back of panel may cause same trouble. 

All these tests should be made on an engine run¬ 
ning at a speed not less than twenty-five miles per 
hour. 


Adjusting Cut-Out and Increasing Output. 

The cut-out on the 1916-16-17 model cars can be 
adjusted to “cut-in” at 11 to 13 m. p. h. by bending 
adjusting hook ( 1 ) on cut-out armature ( 2 ) back so as 
to decrease the tension of spring (3). 

If cut-out points stick it will be indicated by indi¬ 
cator showing “charge” and generator continuing to 
run after engine is stopped. 

The charging rate can be increased to between 13 
and 15 amperes (if brushes are in good order), by 
bending downward the hook (4). This requires care¬ 
ful and painstaking effort. 


Ignition. 

Atwater Kent closed-circuit system is the system 
used and is fully explained on pages 249. The igni¬ 
tion circuit is closed by inserting and turning switch 
key in the lighting and ignition switch, which con¬ 
nects terminals 5 and 1 on back of switch. 

Current for ignition is taken from terminal marked 
(BAT) 6 on switch, thus current is supplied from 
battery when starting, or generator when running over 
11 m. p. h. See page 367 for primary and secondary 
circuit. 


Ignition Timing. 

Timing ignition when ignition driving mechanism 

has been removed. A punch mark and slot in timer 
drive shaft coupling should be assembled in line. 
Timer drive gear and cam shaft gear should have the 
double punch marks together. No. 1 piston should be 
in firing or compression stroke position and *lot in 
timer drive shaft should be up. 

If timer coupling shaft has not been loosened. Turn 

crank until No. 1 piston is ^ 5 " past top d. c., or I’A" 
past on flywheel, on compression stroke. Turn timer 
shaft coupling until distributor arm is on No. 1 seg¬ 
ment. Turn timer coupling shaft to left or right until 
coupling pin is in position to engage drive shaft coup¬ 
ling notch. Couple to engine, bolt to bracket and con¬ 
nect cables to plugs to fire 1, 3, 4, 2. 

If timer coupling shaft has been removed. Place 
No. 1 piston and distributor arm in position as ex¬ 
plained above. Retard timer. Turn timer coupling 
shaft by knurled collar until timer points just separate. 
Hold coupling shaft in this position, turn coupling on 
its shaft until coupling pin is opposite the notch in 
drive shaft of coupling, then tighten and couple timer 
to engine and connect terminals to plugs. 

Timer point adjustment .006". Spark plug gap 
.027" to .030," or slightly less than ^ 5 ". 


STUDY OF DIFFERENT ELECTRIC SYSTEMS. 


367 


\ 'cn 


'.GROUND 


Head 

Lamp 


Fig. 1. 


Head \ 

L^p 



' Lr.Tr. l 

GROUND *— 


".L^TTr. J' 

fe-. I!,, STORAGE BATTERY - " 

rlhi ' 1 12 -voit 

’TAIL LAMP 





STARTER ;FIG 
“HERATOR ' 




- , w_ 


ff^i - 

‘x- V?l .CHO^KP 


12 volt Starter 


6 volt geneiator 


1915-16-17. 

Fig. 20: Two halves connected in series by 
starting switch (not shown). -f- 12 cell connects 
with — 13; + 10 with + 11 on motor, to motor 
ground, to battery ground — 15. 

Fig. 21: The parallel connection is made in 
starter switch when released after starting. Path 
from -f 2 on generator, to + 12 and 10; out 
grounds — 15 and 13, to — ground on generator. 


1919 

Maxwell 

Ignition. 

Primary coil circuit 

takes current (12 
volts) from ignition 
switch at IGN-1. 
When switch key is 
turned, connection 
is made through ter¬ 
minal 5 from BAT- 6 . 
Current is taken 
from battery below 
11 m. p. h. car Bpeed 
and from generator 
above this speed. 

Current path is from 
IGN-1, to 1 on coil, 
through resistance to 
16, through timer- 
points to 17, to 17 
ground on coil. 

Secondary circuit: 

From 18 to distribu¬ 
tor arm 18, to spark 
plugs, to engine 
frame, to ground 17. 
See also, page 249. 


1919 

Generator 
Circuit 

(See arrow 
points) 

When engine is start- 1 
ed, generator current 
begins to flow from 
2 on generator to 
DYN-2 on fuse-block, 
'^eopNTs TORthrough “shunt coil” 
winding of cut-out to 
ground (above it), 
back to ground on 
generator. Cut-out- 
points are supposed 
to be open, therefore 
ignition is from bat¬ 
tery. 

When running above 11 m. p. h. car speed, 

about 14 volts is generated, therefore cut-out 
‘‘shunt coil” is sufficiently energized to cause 
magnet to draw blade 2 , thus closing “cut-out- 
points”. Battery is then being charged and path 
of “charging current” is from 2 on generator to 
DYN-2, to cut-out-points, through “series coil” 
winding, to BAT- 6 , to 13 on battery to ground of 
battery 15, back to ground of generator. 

At a speed of from 13 to 20 m. p. h., 13 to 16 
amperes is being generated and “shunt-field-cir¬ 
cuit” is from 2 on generator, to DYN-2, to closed 
“regulator points,” to FIELD-3, to shunt-field 
connection 3 on generator. 

At speeds above 20 m. p. h.; in order to prevent 
generator output increasing, the increased current 
flow through regulator “series coil,” causes mag¬ 
net (lower end), to draw regulator blade 5 to it, 
thus opening “regulator points”. The path must 
then be through the “shunt-field resistance”, which 
cuts down magnetism of field poles, thus decreas¬ 
ing output. This action is repeated over aud over 
as speed of car increases and decreases. 

The cut-out-points through which the main charg¬ 
ing current flows, remains closed and cut-out only 
opens when speed drops below 11 m. p. h., there¬ 
fore, battery is being charged during the time the 
regulator-points are closed or open. See also, 
page 342 for a similar principle. 

1915-16-17 Battery Connections. 

1915, 16, 17 motor operated at 12 volts. As a 
generator it delivered 6-volts to same battery. 
Imagine two three-cell 6 -volt batteries, end to end, 
and note how connected in figs. 20 , 21 . 


CHART NO. 180A—Maxwell Electric System—continued. 






































































































































































































368 


DYKE’S INSTRUCTION 


NUMBER TVVENTY-ELGIIT. 





Studebaker Electric System. 


The starting motor is connected to engine by gears 
integral with the starting motor (see fig. 1, chart 
164). A roller chain transmits the power to a 
sprocket on the crank shaft. The latter sprocket 
operates through an “over-running clutch’’ on the 
crank shaft. 

♦The generator is mounted in a vertical position 
on the right side of engine (G, page 204), and is 
operated by a spiral gear from timing gears. It 
begins to deliver current to the battery at a car 
speed of about 10 miles per hour and reaches a 
maximum rate of flow at about 18 miles per hour. 

Generator is oiled at bearings every 2000 miles 
with light machine oil. (See page 204 for lubrica¬ 
tion of entire car.) 

Cut-out—also called a relay, is of the usual type, 
and is attached to the dash. 

The relay will require no attention unless the 
battery indicator shows discharging when no cur¬ 
rent is being used for lights, horn, or ignition. 
If this should happen, remove the relay cover and 
examine the contact points to see if they are stuck 
together. If they are, they should be separated 
and dressed if rough. 

The method of wiring used throughout, is the 
grounded return, or so-called one-wire system. In 
this system there is but one insulated wire circuit 
from the battery to each electrical unit. If any 
of the wires should be removed in making repairs, 
make connections as shown under car wiring dia¬ 
gram above. When repairing wiring or electrical 
parts, first disconnect wires from battery to prevent 
possibility of short circuit. 

If it is desired to operate the car ■without a stor¬ 
age battery a set of four dry cells may be installed 
in the place of the battery, connecting them to the 
terminal of the large cable riveted to the frame, 
and to the terminal of the smaller of the two cables 
disconnected from the negative storage battery ter¬ 
minal. Any use of the lights or horn under these 
conditions will serve to discharge the dry cells 
rapidly. If the storage battery is removed it is 
vitally necessary, to take the following precaution. 

If for any reason the engine is to be operated with 
the generator disconnected from the storage battery, 
be sure to connect the terminal of the generator to 
some point on the metal frame of the generator or en¬ 
gine, using a piece of copper wire. This precaution is 


for the protection of the generator and is essential. 
This “ground” wire should be removed when the 
generator is again connected to the storage battery. 

Lamps: For headlamps use 7-volt 12-candle-power 
bulbs, and for tail and speedometer lamps use 7-volt 
2 -candle-power bulbs. 

Ignition: is the Remy—see page 251. The igni¬ 
tion unit, is mounted to the front of the engine, 
and driven by gears at half crank shaft speed. 
Coil is mounted to the side of the distributor. 

Adjustments: contact points should be .015 of 
an inch. Spark plugs .025 inch gap. 

Timing the spark: Open the pet-cock on top 
of the cylinders and turn the engine over by hand 
until the piston in No. 1 cylinder has begun its 
compression stroke. The beginning of the com¬ 
pression stroke may be detected by holding the 
thumb over the open pet-cock until compression is 
felt. The exact upper dead center position is in¬ 
dicated by the mark “UP-D-C-1” on the flywheel 
coming under the pointer at the top of flywheel. 
Turn over the engine until this mark has 4 inches 
to travel (for the four) or 5 V& inches to travel (for 
the six) before reaching the pointer. The engine is 
now in the proper position for the fully advanced 
spark in No. 1 cylinder. 

Turn the spark lever on the steering wheel to 
its extreme advanced position. The timer control 
lever should then be in it_ extreme forward position. 

Remove the distributor cover without disconnect¬ 
ing the wires, lift off the distributing segment holder, 
and loosen the nut which holds the cam on the 
tapered shaft. 

Pry the cam from its seat on the shaft, using 
the special tool which will be found in the regular 
tool kit. 

Turn the cam in a anti-clockwise direction 
until it reaches a position such that when all parts 
are replaced the edge of the distributing segment 
will come directly under No. 1 distributor terminal. 
Then continue turning until the breaker points are 
just in the act of separating. 

Tighten the lock nut to hold the cam in this posi¬ 
tion and replace the distributing segment holder 
and cover. 


*See chart 116 and 164 for the 1915-16 Stndebaker electric drive principle. 


CHART NO. 180C—Stndebaker Electric System: Wagner Starter and Generator—Remy Ignition. 

Ab»ve is 191617 Studebaker. 1918 system similar. 













































































































STUDY OP DIFFERENT ELECTRIC SYSTEMS. 


369 


INSTRUMENT LAMf 


Dodge: North 
East starter-gen¬ 
erator and sep¬ 
arate Deleo igni¬ 
tion (on early 
models, Eisemann 
magneto was 
used.) 



Starter—Generator: position, front left 
hand side of engine. 12 volts. 

One armature and two sets of field wind¬ 
ings. Operating both as a starter and as a 
generator. Driven by means of a silent chain. 
Ratio of 3 to 1. (Also see chart 181A.) 

I i 

±Ignition: Deleo, distributor on right side 
of engine, driven by water pump shaft. Dis¬ 
tributor of course is driven at % crank shaft 
speed. The system is similar to other Deleo 
ignition systems. Firing order is 1, 3, 4, 2. 
Spark plug gaps are separated 1/32 inch, or 
about thickness of a smooth dime. Wiring— 
grounded or single wire system. 

To time the ignition: Open all the priming 
cups, and crank the engine until the com¬ 
pression stroke begins in cylinder No. 1. 

This can be ascertained by holding the 
thumb tightly over the priming cup of this 
cylinder and observing that both the valves 
remain closed at the top of the stroke. 

Slowly continue to turn over the crank 
until piston No. 1 has passed the top of this 
stroke about 5°, which is % inch past dead 
center measured on the flywheel. This posi¬ 
tion can be determined without removing the 
cylinder head, by turning the starting crank 
handle until the exhaust valve in cylinder 
No. 4 just closes. 

Remove the distributor head and distributor 
rotor, and loosen the breaker cam adjusting 
screw on the top of the vertical shaft. 

Then set the breaker cam in such a posi¬ 
tion that the rotor button will come under 
the position of No. 1 cylinder high tension 
terminal in the distributor head when it is 
replaced on the breaker cam, and so that the 
timing contacts are just starting to open with 
the spark lever in the fully retarded position. 

Set the breaker cam carefully so that 
when the slack in the distributor gears is 


rocked forward, the timing contacts will open, 
and when the slack is rocked backward, 
these contacts will just close. 

With the vertical shaft in the proper po¬ 
sition in reference to the engine, and the 
breaker cam and distributor rotor both set 
as instructed, the timing adjusting screw 
should be screwed down tightly. Then re¬ 
place the rotor and distributor head. See 
that the rotor button spring allows the button 
to be fully depressed, and that the distributor 
head is located properly by the locating 
tongue which snaps onto it. 

Chain Adjustment of Starter-Generator. 

To obtain the proper adjustment for quiet 
running of the chain, proceed as follows: (see 
also pages 411 and 7 3 3.) 

Loosen the set screw and lock nut on the 
edge of the front flange of the cylinder block- 
and back off the starter binding nut, just 
enough to remove the pressure from the ad¬ 
justing ring. Loosen the “V” blocks and 
strap to allow the starter-generator to move. 
This will allow the eccentric adjusting ring, 
to be turned until the required play in the 
chain is obtained. There should be about one- 
half inch up and down movement in the chain. 
After the proper adjustment has been made, 
be sure that the set screw, lock nut, and 
binding nut are screwed up tightly. See 
that the chain tension has not been disturbed 
while performing this last operation. 

Carefully adjust “V" blocks up snug be¬ 
tween engine and starter-generator, and then 
tighten holding strap. After the inspection 
cover has been replaced the chain should run 
without perceptible noise. It is lubricated by 
dipping into the oil in the bottom of the 
front gear compartment; thus needing no 
further attention after it has been properly 
adjusted. — continued in chart 181 A. 


CHART NO. 181—Dodge Electric System. 

*See also pages 733. 923. 924. fSee page 378 for adjusting Deleo closed-circuit timer. On some of 
the 1919 and 1920 models there is one wire running to coil and ground on timer. Ignition, as well 
as entire system is 12 volt.. JSee page 924. fig. 7. for the Northeast model O ignition system used on 
the Dodge since March 1918. See page 923 for ex planation. 





























































































































370 


DYKE’S INSTRUCTION NUMBER TWENTY-EIGHT. 



CHART NO. 181A—North East Electric System on the Dodge—continued. 


SERIES FIELD 
WINDING 

MAIN 
BRUSHES 


SHUNT FIELD 
WINDING 


IRD BRUSH 


TO 

STARTING 

SWITCH 


TO - 

BATTERY 
THROUGH 
GROUND 

GROUND 

STRAP 


GROUND 


TO 

LIGHTING 
i IGNITION 
SWITCH 


GROUND 


Generating: As 

Boon as tho car at¬ 
tains a speed of ap¬ 
proximately 10 miles 
per hour the auto¬ 
matic cut-out located 
in the starting- 
switch housing 
automatically closes 
the circuit between 
the starter-generator 
and the battery, thus 
allowing a charging 
current to be con¬ 
ducted from the star¬ 
ter-generator to the 
battery. Whenever 
the car speed falls 
below 9 to 10 miles 
per hour the cut-out 
automatically opens 
the generating cir¬ 
cuit and prevents the 
battery from dis¬ 
charging through the 
starter-generator, ex¬ 
cept, of course, when 
the starting switch is 
operated. 

The output from the starter-gen¬ 
erator is maintained at a correct 
value by the combined action of a 
regulating device known as the third 
brush system, and the differential ef¬ 
fect of the series field, upon the 
shunt field, commonly known as a 
bucking field. In this way the bat¬ 
tery is kept in a properly charged 
state under normal usage of the car. 

In cases, however, where the car is 
subjected to abnormal service, such 

as continuous day driving, with infre- BATTERY 

quent use of the starter, it is advis- ground 

able ocasionally to allow the lights to burn dimmed over night. This will compensate for the 
abnormal charge given the battery. The same results may be obtained by allowing the starter- 
generator to run the engine with the ignition turned off for a period of five to fifteen minutes. 

Under extreme conditions, it may be necessary to have the charging rate of the star¬ 
ter-generator changed slightly, so as either to decrease or increase the charge given the bat¬ 
tery, to meet the special requirements of the case. This alteration of the charging rate can 
be quickly made by adjusting the third brush, as explained on page 733. 

The current indicator is located on the left hand side of the instrument board, and is in¬ 
serted in the charging circuit, between the automatic cut-out and the positive battery con¬ 
nection of the starting switch. To the positive terminal on the current indicator are con¬ 
nected the wires which conduct the current for the ignition and lighting switch and for the horn. 

This indicator registers “charge ’’ when the starter-generator is charging the battery, 
and “ Discharge ” when the battery is supplying current for the ignition or lighting sys¬ 
tems. Whenever the starter-generator is supplying normal current to the battery however, 
the indicator will show “charge” even if al the lamps are burning. “Discharge” will ap¬ 
pear on the indicator whenever the lights are being used while the car is standing, or run¬ 
ning on direct drive at a speed of less than 10 to 12 miles per hour. 

If at any time the current indicator fails to register properly, inspect its terminal 
posts to see that the wires leading thereto are tightly attached. Also, make sure that there 
are no short circuits in the wiring system. 

The showing of “Discharge” instead of “charge” when the latter should be indi¬ 
cated. is an almost certain sign that a short circuit has developed in the wiring system un¬ 
less, of course, the wires attached to the current indicator, have been connected to its ter¬ 
minals in such a way as to reverse the direction of flow of the current through the indicator. 

If no short circuit in the car wiring is to be found remove the current indicator, and 
inspect it for internal difficulties. Be sure to replace properly all connections before again 
running the engine. 

Lighting system: single grounded return system is used, see chart 197 for size lamps 
used. Lighting switch has three positions; “ off, ”“ dim ” and “ on. ” For disconnecting 
battery or generator—see index “disconnecting battery” and “disconnecting generator.” 


STARTER- GENERATOR 


TO 


CHARGING 

INDICATOR 


REVERSE-CURRENT 
CUT-OUT 4 

--fi*. TO 


HORN 


STARTER 
GENERATOR 
THROUGH 
' GROUND 


TO 


+ INDICATOR 


STARTING 

SWITCH' 

CONTACTS 


"1 

TO 

+ STARTER- 
GENERATOR 


°{ ! 


+ BATTERY & 
- INDICATOR 























































STUDY OF DIFFERENT ELECTRIC SYSTEMS. 


371 


Reo Electric System. 


HORN BUTTON 


The Remy electric -- 

starter, generator, 
and ignition system t 
is used on both the tu/l ucht 

four, and six, cylinder 5 Vcp LT l/chtconnection" 

Reo. The construc¬ 
tion is similar on 
both cars, (see this 
chart and chart 
181C.) 


/« STRAND 3/MRLCX COUNT To '/ABASH 


The starting mo¬ 
tor has a gear reduc- BUTTER y OACSN WITH BCD TRACT R^ 

tion built integral 

with starting-motor. 

The power ig trans¬ 
mitted to transmis¬ 

sion main shaft by 
meano of a roller 

chain and sprocket. 

(see fig. 3, page 336.) 



fJ* srsrj4A/03 EQl/ltf ro 'eo 


j rrirLCX soutv ro *toa43* 


When the starting button is depressed, a 
lever tightens the friction cable, which passes 
around a sheave mounted beside the starting 
motor chain sprocket on the transmission. This 
cable holds the sheave until a slot in it en¬ 
gages a trip pin connected to a pawl on this 
sprocket. When this trip pin makes contact 
with the side of the slot it twists the pawl 
and brings it into mesh with the teeth of a 
ratchet on the universal shaft. The universal 
shaft and the sprocket then turn as a unit 
until the starting button is released, freeing 
the sheave and permitting a spring to disen¬ 
gage the pawl from the ratchet. 

Generator, is a low speed 6 volt, machine, 
with the Remy ignition unit, as explained in 
chart 118, and page 251, also in chart 169. 
The thermostatic control is mounted on the 
generator. 

The automatic cut-out is located on the dash 
beneath the hood, and is for the purpose of 
preventing current from the storage battery 
flowing back through the generator when it 
is standing still, or running at a speed lower 
than 300 R. P. M. or about five miles per hour 
in high gear. The cut-out requires no adjust¬ 
ment other than to keep the points clean and 
smooth with contact the full width. Do not 
under any condition alter the spring tension. 
Do not close the cut-out points when the en¬ 
gine is not running as they will stick to¬ 
gether and allow the battery to be discharged 
in a few hours time as well as ruining the 
cut-out coil. 

Regulation of output.—This generator is 
equipped with “ third brush regulation )} and 
means i,re provided for varying the maximum 
output. A small screw which is located in the 
rear end of the generator is connected to the 
third brush by a rack and pinion movement, 
which allows the position of the brush on the 


commutator to be changed slightly. Turning 
this screw in a clockwise direction increases 
the output for a given speed while turning it 
in the opposite direction decreases it. 

Thermostatic controL—In order to provide 
against a shortage of current in winter 
weather or on short runs where starts are 
numerous and at tho same time to insure 
against overheating the generator in the sum¬ 
mer or on long runs a thermostat is arranged 
to cut down the charging rate as soon as the 
temperature of the generator reaches a cer¬ 
tain point. This thermostat can be seen by 
removing the cover from the rear of the gen¬ 
erator. and since it requires no adjustment 
should not be tampered with, (see chart 169.) 

Amount of charge.—The generator is in nor¬ 
mal working condition if the ammeter shows 
a charge of about 18 amperes, when running 
15 miles per hour on first starting and re¬ 
duces this charge to about 10 amperes on be¬ 
coming warmed up. 

Condenser.—The condenser is contained in 
the metal box mounted on the side of the 
generator. This places it within a few inches 
of the breaker points which is very desirable. 
The condenser terminals are the two upper 
ones on the end of the box. The two lower 
terminals are connected to the armature, and 
the clip marked “Short Circuit Connector” 
is for the purpose of connecting these termi¬ 
nals. if it is desired, at any time, to run the 

engine without generating current. 

* 

Brushes.—The brushes are of special copper 
carbon composition and should last indefinite¬ 
ly. If replacement should be necessary from 
any cause, do not use carbon substitutes, but 
obtain the special brushes furnished by the 
Remy factory, branch house or service sta¬ 
tions. Brushes should be kept tight on the 
holders and in perfect contact with the com¬ 
mutator. 


—continued in charts 1810 and 181D. 


CHART NO. 181B—Reo 1917 Electric System—The Remy. 



































































































372 


DYKE’S INSTRUCTION NUMBER TWENTY-EIGHT. 





The ammeter is for the 
purpose of indicating the 
amount of current passing 
into and out of the storage 
battery. The indicator or 
hand should point to zero 
at the center of the scale 
when the engine is standing 
still and all lighting or ig¬ 
nition switches are in the 
“off” position. If it does 
not, it is almost conclusive 
proof that there is a leak¬ 
age of current tending to 
run down the battery, but 
in order to make certain 
that the ammeter is not at 
fault, disconnect one of the 
battery terminals at the 
battery. This prevents any 
current from flowing and the ammeter will, 
if it is all right, indicate zero or very closely 
to it. 

If the ammeter indicator is off from this 
zero position, then the difficulty is in the am¬ 
meter and it may be corrected by removing 
the ammeter from the case and resetting by 
bending the hand. There is very little chance 
of this type of ammeter reading incorrectly a3 
ordinary short circuits have little or no de¬ 
trimental effect, since only a small part of 
the current is shunted through the coil at¬ 
tached to the indicator and this current does 
not affect the permanent magnet. However, 
an unsually heavy short circuit will burn the 
coil or balancing springs. 

Leakage.—If the ammeter shows zero read¬ 
ing with the battery disconnected and shows 
a discharge reading with battery connected, 
engine standing still and all switches in the 
off position, then there is a leakage of current. 

This leak should be found and stopped at 
once or the storage battery will become dis¬ 
charged and if allowed to remain in this con¬ 
dition for any length of time, cause injury to 
the battery. 

These leaks are most likely to be found in 
the lighting wires, sockets, and connections 
and in the ignition wires. Leaks in that sec¬ 
tion of wires between ammeter and battery 
are not registered on the ammeter, which 
should be borne in mind when looking for 
battery trouble. 

The ammeter does not show the amount 
of current used by the starting motor. The 
starting motor takes about 95 amperes to turn 
the engine over at approximately 125 revo¬ 
lutions per minute. This current is used, of 
course, only for a few seconds and it is not 
considered necessary or advisable to try to 
pass it through the ammeter. 

The ammeter does not show the amount of 


-Reo continued. 

nT»A coNNtrroi. mt • 


Or- 


7^5’ 



Tf trill Milt 


WIRING DIAGRAM 
FOR REO 6 

*-CVL CAA IS SIMILAR 


COT-OUT 
OR REUr 


I 

;i 


I® !, 

CM-' 




I k 

I ■*=*<— 1 IGNITIOK COIl 

fl- 


[6 Q <s> 




annuvni 


*'CKWT-MUH 


I_1 _ _J 

Q£S r imil «• in 


CIII( It I I . 


vk v 5H*«r ClfUVlT I \ 
£_coNNrt™»_ j y 



SEKJUTM 


current in the battery. A hydrometer is the 
only instrument that will show this. 

Generator disconnected: if wires running to 
the generator should be disconnected for any 
cause, great care should be used in replacing 
them—generator will reverse its polarity if 
wires are reversed—no serious injury would 
result, but ignition current might be inter¬ 
fered with. 

Fuse block—If a fuse burns out—find the 
cause. Replace with 5 ampere fuses. Bulbs: 
headlight, 6 to 8 volt, 15 c. p. Dash and tail 
lights, 3 to 4 volt, 3 c. p. 

Disconnecting storage battery: If the stor¬ 
age battery (3 cell, 6 volt) should become dis¬ 
charged to such an extent that it fails to 
supply ignition current it should be recharged 
from an outside source of current. If abso¬ 
lutely necessary to use the car with battery 
removed place five dry cells, connected in 
series, in place of the storage battery, con¬ 
necting to the same terminals. Connect the 
two lower terminals on the condenser box 
(located on the side of the generator), to¬ 
gether by the short circuit clip which should 
be found attached to the lower terminal or by 
a piece of wire and the car can be used until 
storage battery is recharged; it, of course, 
being necessary to crank tho ‘ngine by hand. 
It should be remembered that it is often pos¬ 
sible to start an engine by hand cranking even 
after the storage battery is too weak to drive 
the starting motor. 

If battery is removed, be sure and replace 
it as it was originally—same connections and 
be sure they are tight. 

Ignition—the Remy battery and coil system 
is explained in chart 118 and page-251. 

Adjustments: maximum opening of breaker 
points .012 to .015 inch. The re-bound spring 
should be .020 inch, from the breaker arm, 
when points are at maximum opening. Spark 
plug gap .025 to .030 inch. 

—continued in chart 181®. 


CHART NO. 181C—Reo Electric System—The Remy—continued. 





























































































STUDY OF DIFFERENT ELECTRIC SYSTEMS. 


373 


—continued from chart 1810. 

If the engine misses when running idle or 
pulling light, the spark plug gaps should be 
made wider. If the engine misses at high 
speed or when pulling heavy, at low speed, 
the gaps should be made closer. It should be 
borne in mind however that there are many 
other things which will cause the engine to 
miss and act like ignition trouble, viz.: car¬ 
buretor being out of adjustment, leaky valves, 
incorrect valve timing, air leaks in intake 
manifold or around valve stem, engine not 
oiling properly, lack of compression, etc. 

To set ignition: Turn fly-wheel until piston 
of No. 1 cylinder is at tap of compression 
stroke. Then turn *4 turn more until marks 
on fly-wheel (U. D. C. 1 & 6) are opposite 
reference mark on base of rear cylinder. At 

Haynes Electric System 

Haynes car uses the Leece-Neville starter 
! and generator system. A two-unit system. 

Starting motor drives the crank shaft in 
front, by a chain and an over running clutch. 
Starter is mounted on the left side. 

Generator—driven by gears from crank shaft 
of engine and is mounted on right side. A cir¬ 
cuit-breaker or cut-out is mounted on generator. 

Regulation—by third brush. Ignition—on the 
Haynes “12-40” and “12-41”,is Delco. On 
the “6-3 7” and “6-36” Remy is used. The 


this point, turn armature shaft (ignition 
timer is connected to it) until cam on inter¬ 
rupter, is just starting to break. Put lever 
in full retard position. 

To check point of firing.—Open cylinder 
pet cocks, retard spark control lever, turn on 
ignition switch, and notice that the ammeter 
shows a discharge. Then while one person 
turns the engine over very slowly with the 
hand crank, a second person can watch the 
ammeter. The instant at which the ammeter 
pointer starts to return to zero, is the time 
at which the spark occurs. At this instant 
one of the U. D. C. marks on the fly wheel, 
should be from 1 to 1 Ms inches past the dead 
center reference point. Firing order is 1, 4, 
2, 6, 3, 5. 

(per diagram below). 

distributor and timer are mounted on the gen¬ 
erator. 

To time the ignition: spark occurs in cyl¬ 
inder No. 1 when mark “IN—CL” (inlet, 
closes) on fly wheel, comes under pointer—at 
end of compression stroke and spark lever ful¬ 
ly retarded. This causes spark to occur % 
inch past dead center, as measured on fly 
wheel. See index for Delco and Remy coil and 
battery ignition system for further detailed 
description. 


Addresses of Manufacturers of Electric Systems. 


Adants & Westlake Co., Chicago, Ill. 
Adams-Bagnall Electric Co., Cleveland, Ohio. 


AMMCtm 



‘Apeleo”—0. F. Splitdorf, Newark, New Jersey. 
‘Bendix”—Eclipse-Bendix Mfg. Co., Elmira, N. Y. 
Electric “Auto-Lite” Co., Toledo, Ohio. 
Allis-Chalmers Co., Norwood,. Ohio. 

Bosch Magneto Co., 223, W. 46 St., N. Y. 
Bijur Electric Co., Hoboken, N. J. 

Briggs Magneto Co., Elkhart, Ind. 

“Dixie”—C. F. Splitdorf Co., Newark, N. J. 
Cutler Hammer Co., Milwaukee, Wis. 
Detroit Starter Co., Detroit, Mich. 

“Disco” Electric Starter Co,, Detroit, Mich. 
“Dyneto” Electric Co., Syracuse, N. Y. 

“Delco”—Dayton Electrical Laboratories, 
Dayton, Ohio. 

Eisemann Magneto Co., New York City. 
Cray and Davis, Amesbury, Mass. 

Heinze, John O., Springfield, Ohio. 
Leece-Neville Co., Cleveland, Ohio. 
“North-East” Electric Co., Rochester, N. Y. 

“Owen Magnetic;” R. & L. Baker Co.. 
Cleveland, Ohio. Gen’l Electric Co., Fort 
Wayne, Ind. 

‘Remy” Electric Co., Anderson, Ind. 

‘Rushmore”—Bosch Magneto Co. (see 
above). 

“Simms-Huff” Co., East Orange, N. J. 
Splitdorf Co., Newark, N. J. 

“U. S. L.”—United States Light and Heat¬ 
ing Corp., Niagara Falls, N. Y. 

“Westinghouse” Electric Mfg. Co., Pitts¬ 
burg, Penna. 

‘Wagner” Electric Co., St. Louis, Mo. 
‘Ward-Leonard” Electric Co., Bronxville, 


»M 
> M 


N. Y. 


? rf Tp 


Wiring diagram 
of the Haynes. 




CHART NO. 181D—Reo Electric System—continued. The Haynes 1916-17 Electric Sys¬ 
tem using the Leece-Neville Starter and Generator, Remy Ignition (also see chart 169.) 




























































































































374 


DYKE’S INSTRUCTION NUMBER TWENTY-EIGHT-A. 


a & 




/W\ 


v 

Kft, 2 



V ft • — 

1 -- 


■ * ■ 



Fig. 1. Diagram of the“Delco” Ignition System 



Fig. 2. The Con¬ 
trolling Relay. 


The Delco “relay” Ignition system consists 
of: (1) a coil box containing four non-vibrat¬ 
ing high tension coils (B); (2) a relay (R) 
used in the circuit of the commutator or timer; 
(3) switch (S) ; timer (T). 

The principle of this system is similar to the 
master vibrator system explained in chart 110, 
and is used in connection with the old style 
commutator or a timer. 

The master vibrator in this instance is called 
the controlling relay. The ignition or control¬ 
ling relay will be explained as follows: 

This relay is for the purpose of breaking the 
primary circuit and thereby producing a spark 
from the secondary windings of the induction 
coil. It takes the place of the four vibrators 
on an ordinary coil unit, as it acts, for each 
coil in turn as the commutator makes connec¬ 
tion. In this way, it replaces what is commonly known as a master vibrator 
as explained in chart 110. It differs from the ordinary vibrator, however, 
in that it uses but one spark for each contact of the commutator. 

But in starting, when the button at the top of the switch is pushed in, 
it opens the auxiliary or holding coil and permits the armature (A) to vibrate 
the same as any vibrator, sending a shower of sparks to the cylinder for 
starting. This is one of the features of this system. After engine starts a 
“single” spark is supplied. 

Operation of relay. 0 is the magnet coil, composed of two windings; 
one heavy winding through which the primary circuit passes when the timer 
makes contact, thus drawing down the armature A, and opens contact P. 
This contact opens the circuit and the armature would again return to its 
first position, making contact and breaking it again ns an ordinary vibrator 
if it were not for a second fine winding, wound on the same coil, but shunted 
around P. The current flowing through this holds the armature A against 
pole piece PP until the timer slips off contact, when this auxiliary circuit 
is opened, thus releasing the armature and allowing the platinum iridium con¬ 
tacts P to come together and be ready to break the circuit when the timer 
makes the next contact. 

A hard rubber spacing support holds the lower contact spring in a definite 
position. The hard rubber insulating stud on the armature pushes the center 
spring out and opens the contacts “P” when the armature “A” is drawn 
down against the pole piece “PP.” 

PP is a pole piece which screws in or out as desired by means of a ratchet. This is the only 
adjustment on the entire system and is only used to get the proper opening of the contacts P. 


DISTRIBUTOR 
CONNECTION 
TO SPARK 
PLUGS 


HARD 

RUBBER 

COVER 



distributor 


brush(b) 


'Distributor 

CONTACTS 


POINTS 
INSULATED 
r FROM EACH 
OTHER 


D 


TO SHlfT 
FOR ADVANCl 
OR RETARD 


SHAFT WHICH DRIVES 
TIMER S DISTRIBUTOR 


BEVEL. 

GEAR DRIVE 





CAM SHAFT 
ON ENGINE 


TO PLUGS 


SECONDARY 



SECONDARY 
WINDING ON COIL 


PRIMARY 

WINDING ON COIL 


CORE OF COIL 


SPARK 

PLUG 


BATTERY OR SOURCE 
OF ELECTRIC SYSTEM 



GROUND TO 
ENGINE OR 
__ FRAME 
OF CAR 


GROUND 


Fig. 3. The distributor and timer arranged in 
this manner dispenses with the multiple coil, only 
one non-vibrating coil is now necessary. The re¬ 
lay is not shown with this system. This was th« 
next improved Delco ignition system. 

Note diagram; when timer makes contact at E 
and breaks, the distributor brush (B) makes con¬ 
tact also. Above is an open circuit type timer. 


Fig. 4. A wiring diagram of fig. S. The dis¬ 
tributor and timer principle showing how the two 
are combined in one unit and driven from one shaft. 
A later development is shown in chart 184. 

The timer cam (D) and distributor brush (B) 
are driven at engine camshaft speed. If engine 
crankshaft turned 720° or two revolutions, the 
timer-distributor shaft would revolve one-half the 
speed or 360°, or one revolution. Note on a four 
cylinder engine ignition system, there are 4 lobes on 
cam (D) and 4 points on distributor. 

On a magneto, as explained on page 295, there 
are usually 2 lobes on cam, therefore on a four cyl¬ 
inder engine the magneto armature would revolve at 
engine crankshaft speed. 


CHART NO. 183—Delco Ignition System. The Relay System: one of the first Delco Ignition Sys¬ 
tems. The next Improved Ignition System was the Delco Distributor and Open Circuit 
Timer System, figs. 3 and 4. The later improvement is the system shown on pages 377, 378. 



































































































































































DELCO IGNITION SYSTEMS. 


375 


INSTRUCTION No. 28-A. 


i'DELCO IGNITION SYSTEM: Early Form of Relay System. 
Distributor and Timer Development. Automatic Advance 
of Spark. The Modern Delco Ignition. Circuit Breaker. 
Resistance Unit. 


We will not attempt to show all of the 
Delco systems, but will first explain the 
original Delco ignition system, then the dif- 

Delco “Relay 

In order to note the development of the 
Delco ignition systems, it will be necessary 
to start at the beginning, therefore we will 
briefly describe the Delco relay ignition sys¬ 
tem which is similar in a manner to the 
master vibrator, except a “single ’ 1 spark 
is used to run on instead of a “ succession” 
of sparks, although a succession of sparks are 
given to start on. 

This relay system was one of the early 
forms of ignition used for automobile work 

before the development of the present “ dis- 

Delco Distributor and 

The old style commutator faults are ex¬ 
plained on page 242. This device was usu¬ 
ally placed in front of the engine and run 
from the end of the cam shaft, just as the 
principle is now employed on the Ford car. 
There are many objections to this old style 
commutator and vibrating coil system, some 
of the objections are the current consump¬ 
tion, lag in spark timing, sticking vibrator 
points and the constant moving of wires in 
advancing and retarding the spark, by shift¬ 
ing the commutator and last but not least, 
the great amount of wiring necessary. 


ferent “regulation” systems used with the 
Delco generator. 

” Ignition. 

tributor and timer” system now used so ex 
tensively. 

This Delco “relay” system is still used 
on marine engines and many four cylinder 
engines using the old style commutator and 
vibrating coil. For example, suppose you had 
a four cylinder engine with four vibrator 
coils and commutator, then you could bet¬ 
ter this ignition system by using the relay 
to take the place of the vibrators. The 
same timer would be employed. A diagram 
of this system is shown in chart 183. 

Timer Development. 

To overcome these objections the commu¬ 
tator was arranged as a “timer” so it would 
give a single spark instead of a succession 
of sparks, see fig. 2, page 242. The several 
coils were dispensed with and one non-vi¬ 
brating coil was used instead. To accorn 
plish this, the timer and a distributor were 
combined and operated from cam shaft. This 
principle is explained on page 230, but in 
this instance, a “timer” making a single 
contact, is used instead of a commutator as 
on page 230. A diagram illustrating this 
timer and distributor development is shown 
in chart 183 and page 378. 


A Later Delco Ignition. 


Is the system illustrated in chart 184. 
This system combines the distributor and 
timer, but instead of the spark being ad¬ 
vanced by hand it is advanced *automatic- 
allv. The distributor and timer, together 
with the ignition coil, spark plugs and wir- 

Parts of the Delco 

The combination switch (fig. 5) is for the 



Fig. 5. Diagram of combination switch, 
purpose of controlling the lights, ignition and 


ing constitute the ignition system. The 
source of supply can be from storage bat¬ 
tery, dry cells or generator. 

The Delco timer is made in two types: 
open and closed circuit type—see page 378. 

Ignition System. 

the circuit between the generator and the 
storage battery. A later type page 378. 

The button M controls both the ignition 
and the circuit between the generator and 
storage battery. 

The button B controls ignition current 
from dry cells, (now eliminated). 

This is shown on the circuit diagram, fig. 2 
chart 184. The button next to (B) con¬ 
trols the cowl and tail lights. The next but¬ 
ton controls the head lights. The button on 
the right controls the dimmer. 


*An automatic principle is explained on page 248, although the construction is different in chart 
117, the principle or idea will be made clear by a atudy of same. The Delco Co. also produce the 
non-automatic system, which is used on small four cylinder cars. Dayton Engineering Laboratories. 
Dayton, Ohio is address of the manufacturers.- 

tSee pages 544 to 546 for “Specifications of Leading Cars” for those using the Delco system. 




























376 


DYKE’S INSTRUCTION NUMBER TWENTY-EIGHT-A. 



Fig. 1. Illustrating the Delco ignition system. The distributor and timer are mounted on the 
side of the motor-generator. The timer and distributor shaft is driven from the pump shaft, which is 
driven by gear from crankshaft. This distributor and timer could be mounted separate from the motor- 
generator. The ignition coil (see fig. 4, page 378), in this instance is mounted on the distributor, it could 
also be mounted separate on the dash or elsewhere. 

When either the ignition switch M or B is pulled out, on the combination switch it 

closes the circuit between the generator and the storage battery at the contact (X) below, 
and starts the armature of the generator turning over slowly so that the gears can be 
meshed. In other words, the generator acts, for the time being as a motor. 

The (M) button on switch closes the ignition circuit at (XI). 

*The (E) button closes the dry cell ignition circuit at (X2). 

“M M is intended to mean “ magneto 7 * side for ignition but in reality the source of 
electric supply is not from magneto at all. The current for ignition is usually given by 
the storage battery to start with. After engine is started, the generator (not magneto) 
supplies current, after certain speed (see pages 244 and 341, why called “magneto ignition”) 

The letter “M” was not intended by Delco to mean “magneto .” It was intended for the 

car driver to use this svs- 

%> 

tern as he formerly used the 
magneto system. 

If button “B” is pulled 
out, note the “dry cells ’’ 
are used for ignition. The 
dry cells are seldom used 
except for auxiliary or 
emergency. 


4 - 


W ‘/A 




SrO/PAfF 
a a TTfFr 


.QFOUNDFO 



Fig. 2 Wiring diagram showing the ignition connections to combination switch, coil, timer and 
distributor. Although the motor-generator circuit is also shown, it will be advisable for the reader 
to study the ignition part first. Trace with pencil. 


CHART NO. 181—The Delco Ignition System with Automatic Control of Spark Advance. See 
pages 377 and 378 for description of timer, distributor and coil, etc., and chart 188, for description 
of the automatic advance mechanism. 

*0n the latter Delco ignition systems (pages 377 and 378i the “B” switch has been eliminated 















































































































































































DELCO IGNITION SYSTEMS. 


377 


Delco Circuit Breaker. 

Tlie circuit breaker is mounted on the 
combination switch as shown in fig. 1, chart 
184. This unit is a protective device, which 
takes the place of a fuse block and fuses. 
It prevents the discharging of the battery 
or damage to the wiring to the lamps, horn, 
or ignition, in case any of the wires leading 
to these parts become “grounded.” As long 
as the lamps, horn and ignition are using the 
normal amount of current the circuit breaker 
is not affected. But in the event of any of the 
wires becoming grounded, an abnormally 
heavy current is conducted through the cir¬ 
cuit breaker, thus producing a strong mag¬ 
netism, which attracts the pole piece and 
opens the contact. This cuts off the flow of 
current which allows the contacts to close 
again and the operation is repeated, causing 
the circuit breaker to pass an intermittent 
current and give forth a vibrating sound. 

It requires 25 amperes to start the circuit 
breaker vibrating, but once vibrating, a current of 
three to five amperes will cause it to continue to 
operate 

In case the circuit breaker vibrates repeatedly, 
do not attempt to increase the tension of the 
springs, as the vibration is an indication of a 
ground in the system. Remove the ground and 
the vibration will stop. 

Circuit Breaker Troubles. 

If the circuit breaker indicates a grounded 
wire, the cover of the junction box on the dash 
should be removed, and the line which is ground¬ 
ed should be opened at the terminal on the junc¬ 
tion block. If the circuit breaker stops vibrat¬ 
ing when this is done, the ground must be in 
the line after it leaves the junction box. If it 
continues to vibrate, however, the ground is 
in the switch or ignition circuits. 

In case the circuit breaker continues to vibrate 
when all buttons on the combination switch are 
depressed, the trouble is almost sure to be in 
the horn or its connections. 

tThe Ammeter. 

Purpose: The ammeter on the right side 
of the combination switch (page 388, 378), is 
to indicate the current that is going to or 
coming from the storage battery, with the 
exception of the cranking current. When 
the engine is not running and current is 
being used for lights, the ammeter shows 
the amount of current that is being used, 
and the ammeter hand points to the dis¬ 
charge side, as the current is being dis¬ 
charged from the battery. 

When the engine is running above generat¬ 
ing speeds, and no current is being used 
for lights or horn, the ammeter will show 
charge. This is the amount of current that 
is being charged into the battery. If cur¬ 
rent is being used for lights, ignition and 
horn, in excess of the amount that is being 
generated, the ammeter will show a dis¬ 
charge, as the excess current must be dis¬ 
charged from the battery, but at all or¬ 
dinary speeds the ammeter will read charge. 

The approximate charging rate for different car 
speeds when no current is being used for lights 
or horn, is given in the curve on page 390. 

Location. The ammeter would be placed in the 
line from connection (1), fig. 2, chart 184—to 
the (+) or positive terminal of battery. The 
ammeter js not shown connected up in this draw¬ 
ing, but by referring to the upper illustration on 
page 388 and 391 the location is clearly shown. 


♦Delco Distributor and Timer. 

The distributor and timer, together with 
the ignition coil, spark plugs and wiring 
constitute the ignition system—see page 245. 



Fig. 8—Illustrates the modern Delco dis¬ 
tributor and timer. Note the distributor is 
above the timer—Buick six as an example. 

The distributor and timer shaft (S) is 
driven by a gear, shown to the right, which 
is driven by an extension of the pump shaft. 

The pump shaft, although it revolves 1M» 
times crank shaft speed, the vertical dis¬ 
tributor and timer shaft (S) is driven at 
one-half crank shaft speed. 

Although there is a “clutch” in the driv¬ 
ing gear which operates gear on distribu¬ 
tor shaft, both are driven at a fixed speed 
by pump shaft. To understand this, see 
“generator clutch,” page 38 6. 

The distribution of the high tension or 
secondary current from “rotor-button” 
(K), fig. 8, to spark plug terminals (E) 
is similar to other systems as Atwater-Kent, 
Connecticut and others, pages 248, 254, 245. 

Distributor rotor (R), fig. 8 distributes the high 
tension current from the center of distributor 
(CC), to the spark plug terminals (E). The high 
tension current is brought from coil to distribu¬ 
tor center at top (1), thence carried through 
(CC), through rotor (R) to spark plug terminals 
(E). Rotor button (K) should be kept clean. 

Distributor-head if removed, must be put back 
in proper position, otherwise the rotor brush (K) 
will not be in correct contact with spark plug ter¬ 
minal (E) at the time the spark occurs. Lubri¬ 
cation of this device, see page 397. Distributor 
head can be removed for cleaning. 

♦Automatic Advance of Spark. 

Advance and retard is obtained by shift¬ 
ing by hand that part of mechanism as 
shown attached to the “advance lever” 
fig. 8, in addition to the automatic advance. 

An explanation of the automatic advance of 
spark and the advantages of same are given on 
pages 246, 249, 307 and 248. 

Why Hand Control Also. 

The reason is explained on pages 246 and 249 
see also page 307. 

♦♦Position of Spark Lever. 

With the spark lever set at the running posi¬ 
tion, which is about ^ way down (Buick, page 
497 as example), the automatic feature of timer 
will give the proper spark for all speeds; ex¬ 
cept a wide open throttle at low speed, at which 
time spark should be slightly retarded. 


* All Delco systems are not automatic—see pages 394 and 395. tSee also page 415. 

• ♦When the Ignition is too far advanced, it causes loss of power and a knocking, due to too early ignition. 
When ignition is too late or retarded there is a loss of power (which is usually not noticed except 
ing by an experienced driver or one very familiar with the car) and heating of the engine and e. 
cessive consumption of fuel is the result. 
































378 


DYKE’S INSTRUCTION NUMBER TWENTY-E1GHT-A. 


Delco Tinier. 

♦♦Also termed “interrupter,” or “contact 
breaker” is mounted directly under the dis¬ 
tributor and operated from the same shaft 
which drives the distributor—see fig. 8. 

The governor advances the cam as the 
speed increases. By referring to page 248 
the governor principle will be made clear. 

Although construction may vary, the purpose 
or principle is the same. 



An ignition resistance unit is mounted on rear 
end of coil, sometimes it is mounted on timer, per 
page 392, fig. 37. 

Primary Current. 

The primary current is supplied through 
the combination switch and resistance unit 
on the coil, through the primary winding, 
to the interrupter contacts. This is plainly 
shown on the circuit diagram, chart 184. 

It is the interrupting of this primary current 
by the timer contacts, together with the action 
of the condenser, which causes rapid demagnetiza 
tion of the iron core of the coil that induces the 
high tension current in the secondary winding. 

Secondary. 

Secondary winding; one end terminates at the 
high tension terminal midway of coil, (see fig. 4, 
page 245)—thence conducted to distributor at 
point (I), fig. 8, page 377. 

Condenser 

principle is explained on page 228. A de¬ 
fective condenser will cause excess sparking 
at contact points and missing at low speeds. 


♦Delco timers are made on both open and 
closed-circuit principle. The latter being 
used most since 1915. 

Fig. 6.—Open-circuit type; D—stationary 
contact; C—movable spring blade with 
other contact—both insulated; A—cam which 
raises (B) and closes contact on (C) with 
(D); T—primary terminals (one is some¬ 
times grounded). Points are normally open. 

Fig. 7.—Closed-circuit type; D and C are 
normally closed; movement of projections 
on breaker cam opens the contact (DC); 
H —is insulated terminal from primary coil 
winding, connected with point (C); D—is 
arm with other contact point and is ground¬ 
ed (on some of the Delco timers this is just 
the reverse); B—projection on arm (D) 
which is raised or lowered by lobes on cam. 


Adjusting Delco Contact Points. 

Closed circuit type: Loosen lock nut (N) and 
raise or lower screw (0), fig. 7. To do this 
crank engine by hand, until (B) is on top of cam 
lobe or projection. Space between points D and 
C should be .018 or .020" (see also, pages 132 
and 245). 

Open circuit type: Crank engine until (B) 
is off cam lobe as per fig. 29. Then loosen lock 
nut (N,-fig. 6) and adjust clearance to .010" as 
at (D)» fig. 29. 


.015 


In addition 
to adjusting 
the clearance 
of points to 
.010" as per 
fig. 29, there 
should be a 
clearance of 

015" between end of blade (C) and pigtail (B, 
fig. 30, which hangs over C), when (B) is di¬ 
rectly on top of cam lobe—see also, fig. 37, 
page 392. 



FiG. 30 


To Time Delco Ignition. 

See instructions given on pages 132 and 729 
(Cadillac) and pages 390 and 245. 

Spark Plug Gap 

is .025 to .030". If too wide, missing will occur 
when accelerating at very 1c w speeds and hard 
pulls; if too close will miss at idling and high 

c p p c\ a 

Delco Ignition Coil 

Is a regular double-wound high tension 
coil without a vibrator, per fig. 4, page 245. 

It is usually round and is sometimes mount¬ 
ed to the side of the motor-generator, per 
page 376. Also termed a transformer coil. 


(see page 245.) „ 

Ignition Resistance Unit. 

The ignition resistance unit which is 
shown on the coil in fig. 4, page 245, is for 
the purpose of obtaining a more nearly uni- 
form current through the primary winding 
of the ignition coil, at the time the breaker 
points open, (see also page 246.) 

It consists of a number of turns of iron wire, 
the resistance of which is considerably more than 
the resistance of the primary winding of the igni¬ 
tion coil. If the ignition resistance unit was not 
in the circuit and the coil was so constructed to 
give the proper spark at high speeds, the primary 
current at low speeds would be several times its 
normal value with serious results to the timer 
contact. This is evident from the fact that the 
primary current is limited by the resistance of 
the coil and resistance unit and by the impedence 
of the coil. 

(Impedence is the choking effect which opposes 
any alternating or pulsating current magnetizing 
the iron core.) The impedence increases as the 
speed of pulsations increase. At low speeds re¬ 
sistance of the unit increases, due to the slight 
increase of current heating the resistance wire. 

Delco Combination Switch. 

The Delco switch used on D55 Buick-six is 
shown below. Note “B” switch, referred to on 
page 385 has been eliminated. 



HL—headlight switch; X-HL—auxiliary head 
lights; RC—rear and cowl or instrument lights; 
IGN—ignition switch which controls the ignition 
circuit and also closes the circuit between gen¬ 
erator and storage battery. Note: on ammeter 
“discharge” side is to the right. On page 415, 
410 it is to the left—this varies. 



NunatRi Of LontR TtfmiMU. S 


A condenser is incorporated in it, per page 245, 
fig. 4. All high tension coils must have condensers. 


View showing terminals of Delco combination 
switch. See also page 388. 


^Whenever the spring (which is always present on breaker arm) forces the arm against the cam, 
it is an “open circuit” type; when spring forces contact parts together, it is of the “closed circuit” 

type. **To distinguish the difference, suppose we term fig. 6 a timer and fig. 7 an interrupter. 




































































j)ELCO S1ARTING, GENERATING AND IGNITION SYSTEMS. 


CHART NO. 185—The 1914 Delco Starting and Generating System, explaining the first prin¬ 
ciples of the Delco system and how the one Armature serves for both the Motor and 
Generator. 


H/vnd Starting 

Lev ELR. 


The 1914 
Cadillac and 
1914 Hud¬ 
son “6-40,” 
Delco mo¬ 
tor - genera¬ 
tor is locat¬ 
ed along 
side of the 
engine dri¬ 
ven by pump shaft. 
The armature is used for 
both the starting motor and 
generator with two wind¬ 
ings; one “series” winding 
for the motor, fig. 3, and a 
“shunt” winding for the 
generator. 

When the motor is in 
operation, the current flows 
from battery to the series 
winding through the motor brush and com¬ 
mutator. 


Shaft tmivca 

st gears 
WOM CRArtK 
5HAPT 


When the generator is in operation, the motor 
brush is raised at (F) fig. 2. The generator 
brushes remain on commutator at all times. The 
current then flows through the “shunt” winding. 

The starting motor drives the flywheel gear 
through the gears C, D and B (fig. 4). A roller 
type clutch is provided on the front part of 
armature shaft, so that the armature is free 
from the pump shaft which drives the generator. 

The armature is driven by connection with 
pump shaft by engine, after engine is started 
and starting gears are out of mesh. 

A one-way clutch connects the pump shaft 
with armature shaft to drive generator. This 
clutch will permit the pump shaft to drive gen¬ 
erator, but generator armature when running 
as a motor cannot drive the shaft (see index 
“generator clutch” explaining action of a one¬ 
way clutch). 

Starting Operation. 

First: Place ignition switch on battery side. 

Next; depress starting button on dash (see fig. 
2). This sends current from the storage bat¬ 
tery to the generator (not the motor) and in 
passing through the generator field shunt wind¬ 
ing, and armature winding, the armature slowly 
revolves. 

The purpose in using the generator as a 
motor is to revolve the armature slowly, so that 
gears will mesh with flywheel gears when the 
starting lever throws them in mesh. It must be 
remembered that the brush on starting motor 
commutator is not in contact, but being in the 
position as shown in fig. 2, the generator circuit 
it closed at G, but not the motor circuit. 

Next, after generator armature is revolving 
slowly, pull back on starting lever. 


This causes rod “A” 
to be pushed forward, 
causing gear “B” of, 
the starting clutch to 
mesh with motor pinion 
“0.” Immediately after 
gears “B” and “0” 
are meshed, the gear 
“D” which is integral 
with “B,” meshes with 
the gear teeth on the fly 
wheel, and at the same 
time, the extension of 
the rod “A” to the bell 
crank “E” allows the 
motor brush “F” to 
travel toward the motor 
commutator, opening the 
generator circuit and 
shunt field at “G” and 
closing the motor cir¬ 
cuit. 

The generator would 
then he cut out and the 
starting motor is re¬ 
volving engine through 
the fly wheel, (fig. 30 

—continued on next page. 


ro iHifT 


Fig. 1 . The mounting of the 1914 Delco motor- 
generator. is similar to the later models. 


Motor Bru 

AMO IM 
Th»5 P©«itto* 

SES THC 


Ci»Cl/iT 


Generator 

Connc/TAtoR 


Fig. 2. When starting, push “start button,” this 
sends current from the battery to the generator 
(not motor) armature, through the field and it re¬ 
volves slowly. Note: Motor brush is up and makes 
contact at G for the generator. 


TO SPARK PLUGS 


OVER RUNNING 
CLUTCH 


Clutc 

Fig. 4. Phantom view of motor-generator. 


Fig. 3. The motor brush is now down and starting 
motor is working. Generator is cut out. 


Flt Wheel 


Jto»acs ©attirt 

Hotop 


Motop BRUSH I* 
Clo&co ev MANo 
Staptins icycR 

WHCM SMirTINO 
Star Poo "A To 
Start Emumc 
CrMCRArrom^Tsx 
CUT OUT 

CtHEPATOI? 
BRU6HC* 
Away* oh 






















































































































































































380 DYKE’S INSTRUCTION NUMBER TWENTY-EIGHT-B. 









I 


Fig. 2. 1914 

Delco mercury 
type voltage 
regulator is lo¬ 
cated along 
side of the cut out, both in the 
battery box or on the inside of 
dash under hood. 

Purpose; to coi tro’ the amount 
of current flowing from generator 
to the storage battery. (See chart 
168 explaining purpose of regu¬ 
lator.) 

Description: A magnet coil 

(A) surrounds the upper half of 
the mercury tube (B). Within 
this mercury tube is a plunger 

(C) comprising an iron tube with 
a coil of resistance wire (R), 
wrapped around the lower portion 
on top of mica insulation. One 
end of this coil is attached to the 
lower end of the tube, the other 
end being connected to a needle 

(D) carried in the center of the 
plunger. 

The lower portion of the mer¬ 
cury tube is divided by an insula¬ 
tion tube into two concentric 
wells, the plunger tube being 
partly immersed in the outer well, 
and the needle in the inner well. 
The space in the mercury tube 
above the body of the mercury 
is filled with an especially treated 
oil, which serves to protect the 
mercury from oxidization, and to 
lubricate the plunger. A brack¬ 
et (H) serves to support the 
parts described. 



—continued from page 379. 

a 

Generating Current. 

When the starting lever is released, the spring throws the gears 
out of mesh, and at the same time raises the brush (F) from the motor 
commutator and closes the generator circuit again. The “start” 
button having been released in the first operation, the generator is 
now generating current, as the engine is running and driving the 
armature as a generator through pump shaft. 

The starting motor has served its purpose and is now cut out 
of operation, as the brush “F” is away from motor commutator. 

The principle of this mercury type of voltage regulator is as fol¬ 
lows: The generator, as stated previously, is driven from the pump 
shaft which is driven by gears in front of engine from crank shaft. 

After engine is started and hand starting lever disengages the gears 
out of flywheel, and motor brush “F” is lifted off of motor commu¬ 
tator, the motor is cut out and the generator is now in action as it 
must run when engine runs, as the pump shaft is connected with ar¬ 
mature through a one-way clutch (see fig. 1, chart 185), which per¬ 
mits the engine to drive armature, but the armature, when revolving 
as a motor, cannot drive the engine only through the gears to fly¬ 
wheel. This clutch permits the armature to run ahead of the driv¬ 
ing shaft during the cranking operation. 

The generator now begins to generate current; but until engine is 
running at a 6peed which will turn generator armature fast enough 
to generate a pressure of 6 volts, or required amount to overcome 
the pressure or voltage of the storage battery, the current will pase 
from generator commutator 1, to 2, around the fine wire winding of 
cut out core (D), thence back to the other commutator brush 15. 
This current will continue to travel in this path until it has suffi¬ 
cient pressure, which is slightly over 6 volts, to magnetize the core 
(D) so that it will draw the magnet armature of cut out (0) down— 
when circuit is closed to battery. Battery will then be charged from 
generator, or generator will also supply current for light. At other 
times, the storage battery supplies current for lights. 

If engine is speeded up, the pressure increases and lights would be 
burnt out, therefore, the mecury regulator is brought into action. 

As the voltage increases with speed, the intensity of the magnetic 
pull exerted by the magnet coil “A” upon plunger “C” causes the 
plunger (C) to move up out of the mercury. 

Now the current to the shunt field (17) of the generator must fol¬ 
low a path leading into the outer well of mercury, through the re¬ 
sistance coil (R) wound on the plunger tube, to the needle carried at 
the center of the plunger, into the center well of mercury and out 
of the regulator. 

It will be seen that as the plunger is withdrawn from the mercury, 
more resistance is thrown into this circuit, due to the fact that the 
current must pass through a greater length of resistance wire. This 
greater resistance in the field of the generator causes the amount of 
current flowing to the battery to be gradually reduced as the battery 
nears a state of complete charge, until finally the plunger is almost 
completely withdrawn from the mercury, throwing the entire length 
of resistance coil into the shunt field circuit, thus causing a condition 
of practical electric balance between the battery and generator, and 
obviating any possibility of over charging the battery. As the speed 
decreases, the magnetic pull of the core (A) is weaker and plunger 
“0” assumes a lower position. 

The late Delco system does not use the automatic “cut-out” or 
“mercury type” regulator. 


CHART NO. 180—The 1914 Delco Generating System. Action of the Mercury Voltage Regulator. 
This regulator is not now used but shown in order to explain the principle. 

































































































































































DELCO STARTING, GENERATING AND IGNITION SYSTEMS. 381 


INSTRUCTION No. 28 -B. 

# 

DELCO ELECTRIC STARTING, GENERATING, LIGHTING 
AND IGNITION SYSTEM: Generators. Motor Genera¬ 
tors. Early System. Regulation Methods; mercury, variable 
resistance and third brush. Principle and Theory of Delco 
Systems. Examples Delco Systems: Hudson, Buick, Cole, 
Oldsmobile, Cadillac. Motoring the Generator. Motor and 
Generator Clutches. Charging Rate Curve. 


Early Delco Electric Systems. 

In order that the reader will understand 
the later Delco systems, it will be necessary 
to begin with the early models. A study of 
chart 185 and 186 is advised before pro¬ 
ceeding. 

One Armature Serves for Motor 
and Generator. 

It is well to note, that Delco employs one 
armature, but two commutators on their 
motor-generators in the later Delco systems 
as well as the early systems. The motor 
commutator and the generator, commutator 
can be placed both at one end of armature, 
which is the method employed on the Buick 
model D-44, also in 1914 model as per charts 
185 and 186, or the commutators can be at 
opposite ends of armatures, as per chart 188. 


Windings. 

Armature winding. There are two regu¬ 
lar “drum” type windings on the arma¬ 
ture, one for the generator and one for the 
motor. 

Field windings. There are two windings 
on the plain two pole (bi-polar) fields; a 
“series” for the motor and a “shunt” 
winding for the generator (see chart 187,) 
with the exception of the types that are 
regulated by the “reverse series” method, 
employing a thi-rd field winding. 

The motor series field winding is wound 
from strip copper. The generator shunt 
field winding is separated from it entirely, 
and is brought out to the terminals on one 
end of the field coil. One of these is 
connected to the generator brush lead and 
the other to the bottom of the regulating 
resistance (B). See chait 187 and 188. 


Delco Regulation Methods. 


The “mercury” voltage regulator was 
used on the 1913 and 1914 models of the 
Delco system, as explained in charts 185 
and 186. This regulation system is now 
seldom used. 

***The “third brush” regulation method, 
is the popular Delco principle now employed 
and will be explained further on. 


The “variable resistance” regulation is 
also used at the present time on some of 
the Delco systems. An example of this prin¬ 
ciple is shown in charts 187, 188, and 188D. 
The Hudson “six-40,” Buick models “38 
and 54,” Cole “6-50” page 392, used this 
system. As an example we will use the 
Hudson “Six-40.” 


Principle of the Delco “Variable Resistance” Regulation—Hudson 

“Six-4 0” as an example. 


The object or purpose of “regulation” of 
the output is explained in instruction twen¬ 
ty-seven, therefore we will not deal with the 
principle here but will take up the general 
construction. 

The variable resistance regulation is ac¬ 
complished through a special resistance wire 
wound on a spool of non-inflammable ma¬ 
terial and mounted in the distributor hous¬ 
ing just back of the condenser as shown at 
B fig. 3, chart 188. 

**By inserting some of this regulating re¬ 
sistance on spool (B) in the shunt field cir¬ 
cuit at the higher speeds, the output is con¬ 
trolled automatically by the lever (C) and 


the same mechanism that advances the spark. 
The circuit can be readily understood by 
referring to the circuit diagram, chart 187, 
and from this circuit diagram it can be 
seen that all of this resistance is in the 
shunt field circuit when the arm C is at 
the top position; that is, at maximum speed 
(also see fig. 3, page 384). 

The “ignition resistance unit” (D) is 
grounded through the output resistance and 
is cut out of the ignition circuit when the 
arm it at the top position. This increases 
the intensity of the spark at high speeds. 

Note however, that it is distinct and sep¬ 
arate from the “regulating resistance unit.” 


*See charts 229 to 232 for users of Delco electric systems. 
**See page 387 for different sizes of resistance units to use. 
***See also page 370. 


382 


DYKE’S INSTRUCTION NUMBER TWENTY-EIGHT-B. 



HORN 


«JT£CTIVE 

i rcu t breaker 


serii v<f- 


FlY WHEEL 


OPERATED FROM 
STARTING PEDAL 


CUJtTGH 

SIUFT 


FRAME OF CAR 


MOTOR 

CLUTCH 


STORAGE BATTERY- 


MOTOR GENERATOR 


IGNTTION UNIT WITH 
/AUTOMATIC SPARK CONTROL 

" .EXTENSION OF PUMP SHAFT 
FOR DRIVING GENERATOR 


Fig. 1. 


{TAIL LAMP 

— 


EVERY TWO WEEKS REMOVE COVERS AND PUT IN FOUR OR 
FIVE DROPS OF LIGHT OIL TO LUBRICATE BALLBEARINGS AND 
GIVE GREASE CUP ON END OF MOTOR CLUTCH SHAFT ONE 
OR TWO TURNS. 


EVERY TWO WEEKS REMOVE FILLING PLUGS AND PUT IN 
ENOUGH DISTILLED WATER, RAIN WATER OR MELTED 
ARTIFICIAL ICE TO BRINO TOP OF ELECTROLYTE UP TO 
BOTTOM OF FILLING TUBE. FILLING PLUGS 


CCWl STAR. LIGHTS 


B-kWmoN- 

IOCK FOR UGKTS MOKTIOH- 


RESISTANCE 
roA DlMMINa- 

liohts 


SPARK PLUGS 


DRY CELLS FOR RESERVE IGNITION 



HEAD 

LIGHT 


HEAD 

LIGHT 



The starting motor and generator, use the same armature. The starting motor is explained in these 
charts. Therefore we will deal with the generator and winding and the circuits of wiring in this chart. 

When the generator is supplying the current, it comes from the forward terminals on the side of the 

generator through the wire “A” to No. 6 terminal on the switch (see below), and since Nos. 1 and 6 

terminals are connected (when either the “B” or “M” button on the switch is pulled outl. it can be seen 
that there will always be current supplied to this switch for the lights, horn and ignition. The excess 
current flows through the switch wire “B” to the rear terminals on the generator and the heavy lead wire 
to the battery, thus charging the storage battery. 

An ammeter inserted in the “A” line would indicate the amount of current coming from the storage 

battery to the generator, in case the engine was not running, or the current being generated when the engine 

is running. | 

The primary ignition current is an intermittent current—it flows only when the timer contacts are 
closed. This current can be readily traced on the diagram. A high voltage is induced in the secondary 
winding of the ignition coil when the flow of primary current at the timer contact is broken. This causes a 
spark to occur at the plugs when the breaker contacts open. 


When the dry battery ignition is being used, the current is supplied in exactly the same manner as 
though it was coming from the storage battery; the *‘B” button on the combination switch closing the 
circuit between terminals No. 1 and No. 6, in order that the generator may be connected to the storage bat¬ 
tery for charging purposes. 


The regulation of the output of 
generator in this particular sys¬ 
tem, is controlled automatically by 
the lever C (see below and fig. 3. 
chart 188), which is raised and 
lowered by the action of the gov¬ 
ernor which cuts resistance into 
the shunt field winding at higher 
speeds; thereby weakening the 
strength of the fields, consequent¬ 
ly the output of generator. This 
is called “variable resistance” 
method of regulation. 


Fig. 2. 





CHART 187—The Delco Electric System with “Variable Resistance Regulation’* of Output of 
Generator and “Automatic Control of Spark” as used on the Hudson “Six-40.” A “single¬ 
unit” “single wire” system. 




















































































































































































DELCO STARTING, GENERATING AND IGNITION SYSTEMS. 383 


The Control of the “ Variable ” 
Regulating Resistance—by 
governor action. 

Note the action of the governor which 
controls the cutting in and out of this re¬ 
sistance. (See fig. 3, chart 188). The spiral 
gear (SG) is attached to the timer shaft 
(TS), this gear is operated by the pump 
shaft independent of the armature shaft. 
This gear being a part of the clutch which 
connects with the pump shaft. If distribu¬ 
tor was driven from armature shaft the tim¬ 
ing would be affected during the starting 
operation, during which time the armature 
operates at a different speed than pump 
shaft. The pump shaft runs at one and one 
half times crankshaft speed, but the six 
lobe cam, and the shaft, operate at one half 
engine crank-shaft speed. 

As the timer shaft revolves the governor 
weights (G) assume a rising position which 
raises the arm (A), thereby raising the lever 
(C) which makes contact with the bare re¬ 
sistance wire (B), wound on an insulated 
spool. The principle is that as the speed of 
the engine increases the speed of the timer 
shaft increases and the governor arms (G) 
raise higher as the speed increases, thereby 
raising the arm (C) higher. 

The higher arm (C) is raised, the more of 
this resistance wire is thrown into the field 
circuit, thereby weakening the output and 
keeping the current from gaining as the 
charging rate increases at the higher speeds. 

The Automatic Advance of Ignition 
Controlled by Governor Action. 

At the same time the timer cam on the 
end of the timer shaft is automatically * ‘ ad¬ 
vanced.” (As the speed is increased the 
action of the governor turns the timer cam 
in the direction of rotation) thereby caus¬ 
ing earlier contact. 

The ignition system is practically the 
same Delco principle described in previous 
instruction. 

The resistance unit shown at (D) fig. 3, 
chart 188, is a coil of resistance wire, the 
purpose of which was explained in a previ¬ 
ous instruction. See page 24 6. 

This ignition resistance unit has connected 
in parallel with it, the regulating resis¬ 
tance (B), fig. 3, chart 188, see also dia¬ 
gram, chart 187. 

When the arm “C,” is in the lower posi¬ 
tion, the resistance of this path greatly 
exceeds that through the resistance unit, and 
practically all the ignition current passes 
through the ignition resistance unit. 

But as the arm raises, as at high speed, 
this resistance is decreased, and when the 

Single Wire or 

The Delco wiring of the different parts 
are shown in figs. 1 and 2, charts 187. Note 
the single wire system is used in the illus¬ 
tration—the frame of the car being used to 
carry the return circuit. 


arm is at the top position the full voltage 
is applied to the ignition coil. 

In the event of the ignition resistance unit 
(D) being disconnected or burned out, it 
is impossible to get sufficient current 
through the regulating resistance, unless the 
arm “0 ” is held near the top. 

The Automatic “Cut-Out” in this 
System not Used. 

On the early Delco system (chart 186), 
the “cut-out” served the purpose of discon¬ 
necting the generator circuit from the stor¬ 
age battery, when the generator was run¬ 
ning at slow speed and generating less than 
6 volts. The principle being the same mag¬ 
netic principle as described previously. 

On the system now being explained (chart 
187), and later systems, the “cut-out” is 
eliminated—The ignition buttons ‘ ‘ M and 
B” in a w r ay, takes the place of this cutout. 
The operation of either button controls tho 
circuit between the generator and the stor¬ 
age battery. Should the engine stop and the 
ignition button (M or B) remained pulled 
out, the amount of current that comes from 
the storage battery is that which is required 
to operate the generator as a motor when 
first starting, and is about five amperes. 

When the engine is not running, or when 
it is running below 300 R. P. M. and the 
circuit between the generator and the stor¬ 
age battery is closed by either the “M” or 
“B” button on the combination switch, the 
direction or flow of the current is from the 
battery to the generator and if the speed 
is very low indeed, as when throttled down 
to three miles per hour, the generator will 
over-run and the clutch will be heard in op¬ 
eration, as before stated. 

A warning is given when the ignition but¬ 
ton is pulled out or left pulled out (and 
engine were to stop) by the clicking of the 
ratchet type of driving clutch (see fig. 16, 
page 398), with which all these generators 
are equipped. 

When the engine is running below 300 
revolutions, then this clicking of ratchet 
will take place again, because the current 
from the battery is running back into gen¬ 
erator slowly revolving it. This indicates 
that the generator is not running fast 
enough to overcome the pressure of battery. 
The amount of current that flows from the 
battery back to the generator at this slow 
engine speed is so small that it is negligible, 
therefore the automatic “cutout” can be 
eliminated. 

Over 300 revolutions, the generator is 
running fast enough to overcome the bat¬ 
tery pressure. 

Grounded System. 

The generator, storage battery, motor, 
lamps, horn and ignition apparatus each 
have a connection “grounded” to some 
part of the frame of the car or engine. 
The other connections are made with cop¬ 
per wires or cables. 


384 





MOTOR 

CLUTCH 


SPIRAL 

CEARS 


ARMATURE 


UNIT 


DISTRIBUTOR 
AND TIMER 


Fig. 3 


DYKE’S INSTRUCTION NUMBER TWENTY-EIGHT-B. 


Generato-r brush (GB), remains on generator com¬ 
mutator. Generator circuit is opened and closed 
by action of switch (Al), raising motor brush (MB). 

(HO), connects with steering post spark lever 
and is called the manual control of spark. 

(G), Governor on the timer shaft—operates 
cutting in resistance wire at (B), by centrifugal ac¬ 


tion as speed increases it raises and actuates lever 
(0), through rod (A). At the same time the 
timer contact on end of shaft is made to break 
earlier, thereby advancing time cf ignition. Spiral 
gear (SG), drives timer shaft from another spiral 
gear (see fig. 1), on outer shell of generator driv¬ 
ing clutch. 


CHART NO. 188—The Delco Motor-Generator with Automatic Spark Advance and “Variablt 
Resistance Regulation" of Field Current or Output of Generator. (See chart 187 for wir¬ 
ing diagram.) Note commutator on each end of armature. 


AUTOMATIC 

SPARK 

CONTROL 


REGULATING 
RESISTANCE 
RESISTANCE 


GENER ATOR 

MANUAL CLUTCH 

SPARK CONTROL 


The armature winding; there are two regular “ drum” type windings on the armature. One for 
the generator and one for the motor. But only one armature. There are two commutators on the No. 1 
system, one at each end; one for tho generator circuit and one for the motor circuit. 

The generator brush (GB), remains on the generator communitator, but the generator circuit (Al, 
fig. 2), is opened when the motor brush (MB), is in action starting the motor. 

The motor brush is raised and lowered to the motor commutator, by the motor brush switch (A). 
When the engine is started and starting pedal is released, the motor brush switch (rod A), raises the 
motor brush and opens the motor circuit and closes the circuit to generator at (Al). _ 


[Fig^ 2 


MOTOR 

BRUSH 

SWITCH 


FIELD (SERIES 
COIL jSHUNT 


OPERATES FROM 
STARTING PEDAL 


MOTOR 
COMMUTATOR 


Fig. 1 


GENERATOR 

COMMUTATOR 























































































































































































































































DELCO STARTING, GENERATING AND IGNITION SYSTEMS. 385 



Carburetor A»r Control Handle. When handle 
ta pushed in. carburetor takes coW.aii'. When 
in middle position, hot air. and -when all the 
way out. the carburetor is strangled. 


Instrument Illuminator 


Oil Gauge:' If pointer does not show 
at least one pound when motor is 
running, it indicates that insufficient 
oil is flowing Stop motor immed¬ 
iately and find out the cause. 


Gasoline Filler Cap: Strain gasoline 
through chamois skin when filling 


asoline: When dial indicates 
"EMPTY" tank still contains IX 
gallons. 


Head Lamps dim. 
Head Lamps bright. 


Tail Lamp and Instrument 
Illuminator 


Battery Ignition. 
Clutch Pedal 
Accelerator Pedal 
Foot Brake Pedal 

Electric Starter Pedal. 


Change Gear Lever to be in central 
position when starting motor. 


Emergency Brake Lever. 


FUNCTIONS OF 
FITTINGS AND 
LEVERS IN DRIVERS 
COMPARTMENT 


First Speed. Third Speed. 


Starting Operation, to Explain Diagram Page 382. 

“Hudson” Six-40 as an Example. 

(1) Pull out ignition switch *M or B. If M, current for ignition is taken from circuit (1), 
storage battery (page 382). If B, switch is pulled out, ignition is taken from dry cells (2). 
In both instances the generator circuit is closed at (X), and generator armature (now 
acting as a slow running motor), turns over slowly so that starting gears (fig. 1, chart 
188), can be meshed. See page 399—“motoring the generator.” 

(2) Depress “electric starter pedal” (fig. 2 above); this action lowers motor brush (MB) 
and opens the generator circuit at (A1—fig. 2, page 382)—see figs. 1 and 2, page 384 
and note rod (A), which operates this brush (MB) on “motor” commutator, when gear 
is shifted into fly wheel gear. 

(3) After engine is started—starting pedal is released—gears are then thrown out of mesh— 
the motor brush (MB) is raised and generator circuit closed at (Al). Therefore the 
starting motor is cut out by brush (MB) being raised and generator is in action. The 
generator brush (GB) remains on its commutator at all times. The opening and closing 
of its circuit being at (Al). 

Note—When either the “M” or “B” button is pulled out and the armature is revolving, a clicking 
sound will be heard. This is the operation of the generator clutch. This clicking sound will serve a« a 
reminder that the ignition circuit is closed. When the engine is stopped or stalled, do not leave either 
the “M” or “B” button pulled out, as the battery will discharge through the generator. 

1918 Hudson Starting Operation. 

By referring to page 391, the 1918 electric system is shown. Note there is but one igni¬ 
tion switch (IGN). The dash board is similar except—a different gasoline regulator and air 
control is used (fig. 3). The gasoline tank is also on the rear (page 204). A Stewart vacuum 
system is used. 

(1) See that the “gasoline feed regulator lever” is in the center position. 

(2) See that the gasoline “air control lever” is in the “hot” position. 

Note that the gasoline regulator lever should be moved over to the “rich” position to facilitate start¬ 
ing in cold weather. When this is necessary, the air control lever should be moved over to the “choke” 
position for a moment when cranking, and should he moved back to a position midway between “choke” 
and “hot” as soon as the engine starts. If this is not done, the engine will draw too rich a mixture. 
This applies only when the engine is cold. 

(3) Have the throttle lever an inch from the bottom of the quadrant and 
the spark lever about three inches from the top of the quadrant. (In 
cold weather it may be necessary to open the hand throttle a little 
farther than in warm weather.) 

(4) Pull out the ignition button (IGN) on the combination switch as far ai 
it will come. 

(5) Have the left foot ready to use on the accelerator when the engine 
starts, and with the right foot press down gently on the starting pedal. 

(6) After engine starts release starting pedal. _ 


oa» oiiNt rcco 

•CGULATOB llvl« 



Aim CONTBOt 1C VC** 


CHART NO. 188A—Starting Operation Delco Electric System—on the Hudson “Six-40” as an 
example. Also 1918 Hudson Starting Operation. *m — on the early Delco system means ignition through 
•torage battery or generator (not magneto); B—through dry cells or an auxiliary battery for starting. 






































386 


DYKE’S INSTRUCTION NUMBER TWENTY-EIGHT-B. 


Delco Starting and Generating System Using a “Third Brush” Regulation. 


This system is similar to previous Delco 
system described, except in the “regula¬ 
tion” of current and miner details. We 
will use this system, to more completely 
describe the generator and it’s functions. 
The Delco system on the Buick D 54 and 
D 55 will be used as examples. 


*Delco Motor-Generator Frinciple. 

The motor-generator is located on the 
right side of the engine (chart 188-B). 

This consists essentially of a dynamo with 
two field windings, and two windings on the 
armature, with two commutators and cor¬ 
responding sets of brushes, in order that the 
machine may work both as a starting mo¬ 
tor, and as a generator for charging the bat¬ 
tery and supplying current for the lights, 
horn, and ignition. 

The ignition apparatus is incorporated in 
the forward end of the motor-generator. 
This in no way affects the working of the 
generator, it being mounted in this man¬ 
ner simply as a convenient and accessible 
mounting. 

The motor-generator has three distinct 
functions to perform, which are as follows: 
1—motoring the generator. 2—cranking 
the engine. 3—generating electrical energy. 


**“Motoring” the Generator. 

“Motoring” the generator means to use 
the generator armature temporarily as a 
motor. The purpose of using the generator 
as a motor is to revolve the armature slow¬ 
ly, so that the gears will mesh with fly 
wheel gears when starting. If the current 
was immediately applied to starting mo¬ 
tor, it would revolve at full speed immedi¬ 
ately. By “motoring the generator” how¬ 
ever, the armature revolves slowly until 
gears are meshed, then the full current is 
applied to starting motor. 

This operation is accomplished when the 
ignition button on the switch is pulled out. 
This allows current to come from the stor¬ 
age battery through the ammeter on the 
combination switch, causing it to show a 
discharge. The first reading of the meter 
will be much more than the reading after 
the armature is turning freely. The current 
discharging through the ammeter during this 
operation is the current required to slow¬ 
ly revolve the armature and what is used 
for the ignition. 

Meshing gears. This motoring of the 
generator is necessary in order that the 
starting gears may be brought into mesh, 
and should trouble be experienced in mesh¬ 


ing these gears, do not try to force them, 
simply allow the starting pedal to come 
back, giving the gears time to change their 
relative position. 

Generator Clutch. 

A clicking sound will be heard during 
the “motoring of the generator.” This 
is caused by the “over-running of the 
clutch” in the forward end of the generator 
which is shown in (fig. 1, chart 188-B and 
fig. 16, page 398). 

The purpose of the generator clutch is to 
allow the armature to revolve at a higher 
speed than the pump shaft during the crank 
ing operation and permitting the pump 
shaft to drive the armature when the en-' 
gine is running on its own power. Spiral 
teeth are cut on the outer face of this 
clutch for driving the distributor. This 
portion of the clutch is connected by an 
Oldham coupling to the pump shaft. There¬ 
fore, its relation to the pump shaft is al¬ 
ways the same and does not throw the igni¬ 
tion out of time during the cranking op¬ 
eration. 

Lubrication of clutch is from the oil that 
in contained in the front end of the genera¬ 
tor which is put in at B (fig. 1, chart 
188-B.) This is to receive oil each week 
sufficient to bring the oil up to the level of 
the oiler. 


Cranking Operation. 

The cranking (engine starting) operation, 
takes place when the starting pedal is fully 
depresed. The starting pedal brings the mo¬ 
tor clutch gears, (fig. 1, chart 188-B) into 
mesh and withdraws the pin P, (figs. 1 and 
2) allowing the motor brush switch to make 
contact on the motor commutator. At the 
same time the generator switch breaks con¬ 
tact. This cuts out the generator element 
during the cranking operation. 

As soon as the motor brush makes con¬ 
tact on the commutator, a heavy current 
from the storage battery flows through the 
series field winding and the motor winding 
on the armature. This rotates the arma¬ 
ture and performs the cranking operation. 
The cranking circuit is shown in the heavy 
lines on the circuit diagram (lower illus¬ 
tration.) 

This cranking operation requires a heavy 
current from the storage battery. If the 
lights are on during the cranking opera¬ 
tion, the heavy discharge from the battery, 
causes the voltage of the battery to de¬ 
crease enough to cause the lights to grow 
dim. 


♦When the word “motor-generator” appears coupled together this indicates they are combined 
in one unit. 

**See page 399 for principle, troubles and tests. 


DELCO STARTING, GENERATING AND IGNITION SYSTEMS. 387 


t Cranking current. This is noticed espe¬ 
cially when the battery is nearly discharg¬ 
ed; also will be more apparent with a stiff 
engine or with a loose or poor connection in 
the battery circuit or a nearly discharged 
battery. It is on account of this heavy dis¬ 
charge current that the cranking shoufd not 
be continued any longer than is necessary, 
although a fully charged battery will crank 
the engine for several minutes. 

Ammeter readings during cranking op¬ 
eration: During the cranking operation the 
ammeter will show a discharge. This is 
the current that is used both in the shunt 
field winding and the ignition current; the 
ignition current being an intermittent cur¬ 
rent of comparatively low frequency, will 
cause the ammeter to vibrate during the 
cranking operation. If the lights are on, 
the meter will show a heavier discharge. 

The main cranking current is not con¬ 
ducted through the ammeter, as this is a 
very heavy current and it would be impos¬ 
sible to conduct this heavy current through 
the ammeter and still have an ammeter that 
is sensitive enough to indicate accurately the 
charging current and the current for lights 
and ignition. 

As soon as the engine fires the starting 
pedal should be released immediately, as 

the overrunning motor clutch is operating 
from the time the engine fires until the 
starting gears are out of mesh. They op¬ 
erate at a very high speed and if they are 
held in mesh for any length of time, there 
ia enough friction in this clutch to cause it 
to heat and burn out the lubricant. There 
is no necessity for holding the gears in 
mesh. 

Motor Clutch. 

The “motor” clutch operates between the 
fiy wheel and the armature pinion and is 
for the purpose of getting a suitable gear 
reduction between the motor generator and 
the fiy wheel. It also prevents the arma¬ 
ture from- being driven at an excessively 
high speed during the short time the gears 
are meshed after the engine is running on 
its own power. 

This clutch is lubricated by the grease 
cup D, shown in (fig. 1, chart 188-B.) This 
forces grease through the hollow shaft to 
the inside of the clutch. This cup should 
be given a turn or two every week. 

How One Armature is Used for Starting 
Motor also Generator. 

When the cranking operation is finished 
the motor brush switch is raised off the com¬ 
mutator by the pin (P) when the start¬ 
ing pedal is released. This throws the start¬ 
ing motor out of action. As the motor 
brush is raised off the commutator the gen¬ 


erator switch makes contact and completes 
the charging circuit. The armature is then 
driven by the extension of the pump shaft 
and the charging begins. 

Charging current: At speeds above, ap¬ 
proximately 7 miles per hour, the generator 
voltage is higher than the voltage of the 
storage battery, this causes current to flow 
from the generator in the charge direction 
to the storage battery. As the speed in¬ 
creases, up to approximately 20 miles per 
hour, this charging current increases also, 
but at the higher speeds the charging cur¬ 
rent decreases. 

The curve on page 390 shows approxi¬ 
mately, the charging current that should be 
received for different speeds of the car. 
There will be slight variations from this, 
due to temperature changes and conditions 
of the battery which will amount to as 
much as from 2 to 3 amperes. The regu¬ 
lation of the generator current is explained 
on page 38 9. Which in this particular in¬ 
stance is the “third brush regulation.” 

Generating Electrical Energy. 

If we have a generator in which the mag¬ 
netic field remains constant and the genera¬ 
tor produces 7 volts at 4 00 R. P. M., the 
voltage at 800 R. P. M. would be 14 volts, 
and it is on account of this variable speed 
of generator for automobile purposes that 
they must be equipped with some means of 
regulation for holding the voltage very 
nearly constant. The regulation of this gen¬ 
erator is by what is known as third brush 
excitation, the theory of which is as follows: 

*The motor-generator consists essentially, 
of an iron frame and two field windings, 
for magnetizing the pole pieces. The arma¬ 
ture, which is the revolving element, has 
wound in slots on its iron core, a motor 
winding and a generator winding, connected 
to corresponding commutators. Each commu¬ 
tator has a corresponding set of brushes 
which are for the purpose of collecting cur¬ 
rent from, or delivering current to the ar¬ 
mature windings while it is revolving. 

When cranking, current from the storage 
battery flows through the motor winding, 
magnetizing the armature core and coils, 
and also the fields. This being acted upon 
by the magnetism of the pole pieces or the 
“field of force” between them causes the 
turning effort. 

When generating, the voltage is induced 
in the generator winding and when the cir¬ 
cuit is completed to the storage battery 
this causes the charging current to flow into 
the battery. 

How “direct” current is obtained: The 

current flows in one direction in a given coil 
while under the influence of one pole piece, 
and in the other direction when under the 
influence of the opposite pole. If these cur- 


•The motor generator serves both as a generator and as an electric motor for cranking the engine 
when starting. There are two windings on the armature and two in the field—one on the armature 
and one on the field are used when the motor generator is used as a generator and the other wind¬ 
ings when it is used as a motor. See Oadillac-Delco wiring diagram, page 396. 


388 


DYKE’S INSTRUCTION NUMBER TWENTY-mum-u. 



SEN EFV/3TQR 

brushes 


The output of these 
generators can be in¬ 
creased or decreased 
by changing the posi¬ 
tion of the “third 
brush.” Each time the 
position of the brush 
is changed it is neces¬ 
sary to sandpaper it 
so that it fits the com¬ 
mutator per page 404. 
Otherwise the charging 
rate will be very low, 
due to the poor con¬ 
tact. 

The charging current 
should be carefully 
checked, and in no 
case should the maxi¬ 
mum current on this 
generator exceed * * 22 
amperes. Careful watch 
should be kept on ma¬ 
chine on which the 
charging rate has been 
increased, to see that 
commutator is not be¬ 
ing overloaded. 

Note generator clutch 
connects with pump 
shaft not shown (see 
page 377 how distribu¬ 
tor shaft is driven). 



CHART NO. 188B—Tlie Delco “Single Unit” System with “Third Brush Regulation” of the 
Shunt Field Winding—system used on the Buick D54-D55. The cut-out is not used. 

On the “Buick-six” 1918 model—the generator and motor commutators are at front end of armature. 
The ignition coil (fig. 4, page 245), is placed on top of motor generator. Wiring etc. otherwise ii similar. 

*See page 497 for dash board and control of the Buick. 




























































































































































































































DELCO STARTING, GENERATING AND IGNITION SYSTEMS. 389 


rents were collected through “slip rings’’ in¬ 
stead of a commutator, they would be true 
alternating currents. But as we want “di¬ 
rect” current, we commute them (or turn 
them in one direction) through the medium 
of a commutator. Each segment on the com¬ 
mutator represents one end of a coil or set of 
coils, dependent on the way it is “wound. 
There are many ways of winding and con¬ 
necting armature coils, but the principle is 
as outlined above. 

When the ignition button on the combina¬ 
tion switch is first pulled out the current 
flows from the storage battery through the 
generator armature winding, also through 
the shunt field winding. This causes the 
“motoring of the generator.” 

After the engine is started and is run¬ 
ning on its own power this current still has a 


tendency to flow in this direction, but is op¬ 
posed by the voltage generated. At very 
low speeds a slight discharge is obtained. 
At approximately 7 miles per hour the gen¬ 
erated voltage exceeds that of the battery 
and charging commences. As the speed in¬ 
creases above this point the charging rate 
increases as shown by the curve (fig. 15, 
page 390). 

The ignition current flow’s only when the 
contacts are closed, it being an intermit¬ 
tent current. The maximum ignition cur¬ 
rent is obtained when the circuit is first 
closed and the resistance unit on the rear 
end of the coil is cold. The current at this 
time is approximately 6 amperes, but soon 
decreases to approximately 3% amperes. 
Then as the engine is running, it further de¬ 
creases until at 1000 revolutions of the en¬ 
gine it is approximately 1 ampere. 


**Third Brush 

The regulation of this generator is effected 
by what is known as third brush excitation. 

• From the foregoing explanation of the gen¬ 
erating of electricity and from the fact that 
the voltage generated varies directly with 
the speed, it is evident in order to maintain 
a nearly constant voltage with a variable 
speed, it becomes necessary to decrease the 
magnetic field as the speed increases. 

Since the magnetic field of the genera¬ 
tor is produced by the current in the shunt 
field winding it is evident that should the 
shunt field current decrease, as the speed 
of the engine increases the regulation would 



Fig. 14. The Delco third brush regula¬ 
tion: The third brush (E) is adjustable. 

On the “single unit’’ Delco systems this 
brush is exposed when the front end cover 
of generator is removed. On all “two unit’’ 
systems the third brush is located on the 
lower side of commutator. 

Moving this brush in direction of rota¬ 
tion, increases the charging rate to battery. 

Moving brush in opposite direction de¬ 
creases the charging rate. 

be affected. In order to fully understand this 
explanation it must be borne in mind that 
a current of electricity always has a mag¬ 
netic effect whether this is desirable or not. 

Referring to (fig. 14) the theory of this 


Regulation. 

regulation is as follows: The full voltage 
of the generator is obtained from the large 
brushes marked “C” and “D.” When the 
magnetic field from the pole pieces N and 

5 is not disturbed by any other influence 
each coil is generating uniformly as it passes 
under the pole pieces. 

*Tlie voltage from one commutator bar to 
the next one gradually increases, from zero 
to full voltage (dependent on position of 
coil to which commutator bar is attached). 

The voltage from brush C to brush E is 
about 5 volts when the total voltage from 
brush C to brush I) is 6 V 2 volts and 5 volts 
is applied to the shunt field winding. This 

6 volts is sufficient to cause approximately 
114 amperes to flow in shunt field windings. 

As the speed of the generator is increased, 
the voltage increases, causing the current to 
be charged to the storage battery. 

The charging current flows through the 
armature winding, producing a magnetic ef¬ 
fect in the direction of the arrow B. This 
magnetic effect acts upon the main 
magnetic field w T hich is in the direc¬ 
tion of the arrow A with the re¬ 
sult that the magnetic field is twisted 
out of its original position in very much 
the same manner as two streams of water 
coming together are each deflected from 
their- original directions. This deflection 
causes the magnetic field to be strong at 
the pole tips marked G and F, and weak 
at the opposite pole tips, with the result that 
the coils generate a very low voltage while 
passing from the brush E to the brush D 
(the coils at this time are under the pole 
tips having a weak field) and generates a 
greater part of their voltage while passing 
from the brush C to E. The amount of this 
variation depends upon the speed that the 
generator is driven; with the result that 
the shunt field current decreases as the speed 
increases as shown in the curve (fig. 15.) 


*Rouehlv speaking, zero potential is midway between the pole pieces and at maximum when leav¬ 
ing pole horns, as at points G and F. **See also page 925 for explanation of the Bimr third brush 
system and pages 343 and 345 for different generator regulation systems. See also, page 3640. 














390 


DYKE’S INSTRUCTION NUMBER TWENTY-EIGHT-B. 


By this form of regulation it is possible 
to get a high charging rate between the 
speeds of 12 and 25 miles per hour, and it 
is with drivers whose average driving speed 
comes between these limits that more trou¬ 
ble is experienced in keeping the battery 
charged. At the higher speeds the charg¬ 


ing current is decreased. The driver who 
drives his car at the higher speeds requires 
less current, as experience has taught that 
this type of driver makes fewer stops in 
proportion to the amount the car is driven, 
than the slower driver. 


Regulating Charging Current. 


The output of these generators can be in¬ 
creased or decreased by changing the posi¬ 
tion of the regulating brush. Each time the 
position of the brush is changed it is nec¬ 
essary to sand paper the brush so that it 
fits the commutator. Otherwise the charg¬ 
ing rate will be very low due to the poor 
contact of the brush. This should not be 


attempted by any one until thoroughly un¬ 
derstood, and this charging current should 
be carefully checked and in no case should 
the maximum current on this generator ex¬ 
ceed 22 amperes. Also careful watch should 
be kept on any machine on which the charg¬ 
ing rate has been increased to see that the 
commutator is not being overloaded. 



Fig. 15—Showing the amperage of the Delco generator at various speeds. Note 

the shunt field current decreases as the speed increases above 25 miles per hour. 

To read this chart, note the miles per hour are shown at the bottom, and the am¬ 
pere output at the left side of chart. Example: At a car speed of 20 miles per hour 
what is the ampere output? Find 20 at the bottom and follow vertical line until it 
meets the black wave line, then follow horizontal line to the left edge and we find 14 
amperes,—the output at this speed. At higher speeds, say 35 miles per hour, the 
output drops to 11 amperes, and at 40 miles it drops to 9 amperes. 

Considerable variation (from the curve shown) in the output of different genera¬ 
tors, will be obtained as the generator is affected by temperature and battery 
conditions. 


*To Time the 

When timing the spark the cam A (fig. 7, 
page 378) is moved with respect to the shaft 
upon which it is mounted, which is done by 
loosening a screw (A) in the end of the 
shaft and again tightening it after the cam 
has been moved the desired amount. Turn¬ 
ing the cam in a clockwise direction, or to¬ 
ward the right, advances the time of igni¬ 
tion, and counter-clockwise, or to the left, 
retards it. To adjust timer, see page 378. 

To time Hudson-Delco; place spark lever at top 
of steering wheel quadrant. Place No. 1 cylinder 
piston on top of compression stroke. No. 1 cylin¬ 
der is due to fire in advanced position, when mark 
(A) on fly wheel reaches the pointer attached to 
the crank case. This may be observed through 
the inspection hole on the fly wheel housing left 


Delco Ignition. 

side of engine. Mark (A) is Vz" before top cen¬ 
ter (top center is marked D-C-l & 6). 

Loosen cam and set to break at this point. The 
adjusting screw A, fig. 8, page 377 and fig. 7, 
page 378, on the cam must always be set tight 
after changing adjustment. The spark occurs at 
the instant timer contacts are open. 

In checking the timing, the cam should be held 
on tension in the opposite direction of rotation 
so that all back lash is taken up when rotor but¬ 
ton comes under No. 1 contact on distributor head. 

After checking the timing replace rotor (K), 
fig. 8, page 377. Rub a little vaseline on the 
rotor track of the distributor head before seeing 
that it is down tight in position. 

fTo time Buick “six’' and “four;” see page 246. 

To time Cadillac-Delco; see pages 132 and 729. 


*See page 543—“Standard Adjustments.” fAlso for Buick “D44 to 47.” 
**See pages 544 to 546 for cars using Delco system. 






























































































































































































































































































































































































































DELCO STARTING, GENERATING AND IGNITION SYSTEMS 


391 


LIGHTING*. 






c 

-^headC. 


. TAIL 

LAMPS 

c 

J LAMP 



Wiring Diagram HUDSON-DELCO 


Fl s- 1 - Hudson-Delco 

Generator. 

A new feature of 
this generator which 
differs from the 
Hudson system in 
charts 187, 188, and 
188A is the third 
brush method of reg¬ 
ulation as shown in 
chart 188B. Refer¬ 
ring to this chart, 
it will be seen that 
all the current pass- 
i n g through the 
shunt field winding 
must pass through 
this third brush. At 
the higher speeds of 
the armature the 
voltage at this third 
brush decreases, and 
less current will flow 
through the shunt 
windings thus weak¬ 
ening the magnetic 
field of the genera¬ 
tor. This decreases 
the output of cur¬ 
rent at high speeds. 

The output can be 
varied by adjusting 
the third brush; 
moving this brush 
to the left decreases 
the charging rate; 
moving it to the 
right increases the 
charging rate. 

The adjustment of 
this brush should 
not be changed ex¬ 
cept when absolute¬ 
ly necessary, and 
must be carefully 
checked to make 
sure that the charg¬ 
ing rate is not above 
the capacity of the 
generator or battery. 

The brush must be 
sanded to fit the 
commutator each 
time it is adjusted. 
(See chart 188-K. and 
L.) Poor contact low¬ 
ers the charging rate. 
If the charging rate 

Is materially increased, the battery will be subjected to an overcharge and the voltage of the entire sys¬ 
tem will be raised. This will shorten the life of the lamps and battery and cause excessive burning 
of breaker contacts. 


DELCO ELECTRIC SYSTEM 
On HUDSOM SUPER-SIX 



TIMER 
SEPERATE 
, FROM 
-GENERATOR 


GROUND TO 
FRAME 



CONDUIT 


Wiring D,«gr«m HUDSON-DELCO ST STEM 


Motor Circuit. 

When the starting gears are meshed as explained on page 385, further depression of the starting 
pedal causes the generator switch to break contact, thus opening the generator circuit. When the 

starting pedal is fully depressed the motor brushes make contact with the motor commutator, thus clos¬ 

ing the motor circuit, and the cranking operation commences. The current now flows through the heavy 
cable and around the windings of the armature and motor field. During the cranking operation, current 

will flow through the combination switch at contacts X-l, fig. 1, and through the shunt field winding. 

Thus the motor operates as a compound wound starting motor. 


Ignition Circuit. 

When the ignition button is pulled out, contacts X fig. 1 are closed. This allows current from 
the storage battery to flow through these contacts, then through terminal 4 to the ignition coil; then 

through the primary winding of the ignition coil and the timing contacts to ground. The high tension 

part of the ignition system produces the spark at each spark plug when the engine is being cranked, 
causing the engine to start and run on its own power. Note when the engine is running and generator de¬ 
livering current to the storage battery, the ignition current is taken direct from the generator, instead 
of from the storage battery. Otherwise the circuit is the same. 

Distributor and Timer. 

The distributor and timer is separate from the motor-generator, and is carried on the front of the 
engine above the timing gears. It is driven by spiral gears from the pump shaft. 

To time the ignition, see page 390. The timer is of the closed circuit type, fig. 7, page 378. 


CHART NO. 188C—Hudson “Super-Six”—Delco Electric System: A “Two-unit” System. “Sin¬ 
gle,” or grounded return ware. Ignition is “automatic advance,” using a closed circuit typ« 
interrupter. See pages 382, 384 and 385 for Hudson “Six-40” Delco system. 

See page 437 for explanation of the resistance type “dimmer” as shown above connected to 6 and 7. 



































































































































392 


DYKE’S INSTRUCTION NUMBER TWENTY-EIGHT-B 





DISTRIBUTOR 
K TIMER 




■ advance 



B 


IGNITION 

COIL 




t 3 




[O 0 OJ 


';! U 

>1 ! 'i 

1 1< i r n 

1 .1 I _ LI 


\ FIELD COIL,/ 


'.tvbO 


EXTENSION OF 
FAN SHAFT 


v, 


-/• 


K ©| 


i 11 


T r : 




REGULATING RESISTANCE 


COMMUTATOR 


Fig. 3 Generator. 


This Delco system differs from previous 
systems explained, in that the starting mo¬ 
tor is separate and employs the Bendix 
drive system_ as explained in chart 160, 

The generator therefore does not com y 
bine the principle of a motor and generator. 
Only one commutator is used. 

The field coil contains the shunt winding, 
which is for the purpose of producing the 
magnetic field, the connections of which 


Li a m r 5 


cole: "DELCO 

COLE EIGHT 


STARTING MOTOR-SEPARATE 
BENOIX DRIVE 


c/xa/tr 

&RC AM'S# 





cona/H* t/oai 
iwireH ^ 


Al.L 


\ 




m E 


W Si E! 


u 



XFS/S tahcC 



ct/r-ovr 

*EL/ir 


5 HIS AiT 

F/FLD 




rfCS/sr^Acr i 


. Dffr 
.CCLLi 





r /At/- v v 

•CsnrAcrs 



,-rtl cawt c/t}/iT 

n o 




1 Ji 


Sisrre* 


HF/4D 

L/c*r$ 


COLE Wiring Diagram. 


CONTACTS SHOULD 
OPEN TEN THOUSANDTHS 
or AN INCH 



RE5i5TAfNCC uhiT 


CONOEKSCR 


TIMER 


wmcn contact arm is 
on TOP OF A LCRC of Th£ 
CAM THIS DISTANCE 
SHOULD BE FIFTEEN 
THOUSANDTHS OF an 
ifwQn. 


con trol LEvER 

Fig. 37 


are shown in the circuit diagram, and the 
location of the coil is also shown. 

“Variable resistance regulation” is em¬ 
ployed to control the output of generator 
as explained in chart 188, fig. 3. 

The charging current increases as the 
speed of the generator increases, until the 
regulating arm in the distributor moves on 
to the wire on the regulating resistance (see 
ab° v e), which inserts resistance in the 
shunt field circuit and decreases the 
strength of the magnetic field in the gen¬ 
erator, thereby controlling the output or 
charging current. This is called the “va¬ 
riable resistance ’ regulation as previously 
explained. 

A cut-out ’ is employed in this system 
to open and close the circuit between the 
battery and generator. This “cut-out” is 
not used on many of the other Delco sys¬ 
tems. 

The timer fig. 37, is of the open circuit 
type—see fig. 6, page 378. 


CHART NO. 188D 

Bendix Driv 


). 188D—Cole Eight—Delco Electric System. The starting Motor is separate with a 
System. The Regulation of current output is the “Variable Resistance method ai 


explained in chart 188. This is a grounded wire “two unit system.'' A magnetic “cut-out'' is 

tirrml ntro/l / 1 Q 1 7 

















































































































































































































DELCO STARTING, GENERATING AND IGNITION SYSTEMS. 


393 


SIDE VIEW OF 
OLDS-DELCO 
GEME.RA.TOR £ 



RESISTANCE UNIT 


IGNITION 

COIL 


role piece 


;==» FIELD COIL 


DRIVING COUPLING 

I_/ 


A_ B 


GENERATOR 

BRUSH 


OIL GUARO 


FIELD COIL 
LEAD TO 
IGNITTOM COIL 


GENERATOR 
COMMUTATOR 

Fig. C. 

OLDSMOB1LE EIGHT ELECTRIC SYSTEM 

li it- a three-unit, six-volt, grounded system 
Starting Ido.tor. BENDix DRIVE 
Starting Mof.o- Switch. 

Generator. DELCO 
Combination Switch 

Distributor.3T!HER - DELCO SEPERATE 
Ignition Coil. 


GENERATOR 

BRUSHES 


OLDS-DELCO 

OLDS LIGHT 



THIRD 
BRUSH FOR^^O 
REGULATING 


FIG. D 

ENOVtEW OF 
OLDS-DELCO 
GENERATOR 


c/nco/r 

B fl* f fit 



MIME TCrf 


7 O EMMET Eft 
STUD 



|/A\ 


/A\ 





1- 

)—< 



COMBINATION 

SWITCH 


A <OTC 

_ use *7 T£ftMI Nf)L 

rev? ot? cum Hcfitoi!(•'< rs 


& 




f/£LO 


START /ffC SWITCH 

JL 


S£Rie* 
At LCD 



3 TOR/1 GC 
BATTSHY 




/* A/? 


Rpro/t FO & 0/sr#tDor/*c 
/i/C rt n. //Zfi/otY c<//f/</. /yr 


TO SA/iA'K Rl uc C> 
O/srniQu ror? 



0 % 


hT V#// L/CtiT 


‘Q 


Y 


/tpy////C£ 

ro/i/C 5 ret/ 

T»rOt/* C 
CCf/TBCTS 


HEAD LIGHTS 


HO/?/* BUT 7 OB 


The Delco generator employs the “third brush” 
ByBtein of regulation as shown in fig. D, above and 
«a previously explained. 

The wiring principle is the grounded return 
wire system. Note the wires are run in flexible 
conduit—see chart 188F. 

The ignition is similar to the other Delco 
syotems previously explained with automatic ad¬ 
vance. The distributor and timer are located in 
front of the engine and driven by gears from the 
same shaft which drives the generator. 

The starting motor on the Olds is separate from 
the Delco generator. 

The starting motor is located back of the fly¬ 


wheel on the lower right side. This is a four-pole 
series wound motor, the circuit of which is very 
plainly shown in the circuit diagram (above). It 
will be noted that each field coil is connected in 
parallel with another field coil and each of these are 
in series with the armature winding. It is con¬ 
nected in such a manner that the armature is in 
the circuit between the two pairs of field windings. 

The starting switch is located on the toe hoard 
and connected in the circuit between the storage 
battery and the starting motor. The drive between 
the starting motor and flywheel is by means of the 
Eclipse-Bendix gear which is entirely automatic in 
its performance. (See chart 188F). 


CHART NO. 188E—Olds Eight—Delco Electric System: Starting Motor separate with Ben- 
dix Drive. Generator with “Third Brush” Regulation. Ignition separate. A “Three- 
unit” system. Automatic advance of spark. 1917-18. 













































































































































































































394 


DYKE’S INSTRUCTION NUMBER TWENTY-EIGHT-B 


OLD5MOBILE 

8 CVL. 

OELCO ELECTRIC SYSTEM 


horn BUTTON 


rm, lamp 


comb switch 
mwa y/lyi 
obclst Became boat 



L80H 


TO 



tiCAD UCfT 
tiCAS USHT BAtGtfT 
TAIL l CCMSC UCNI 
HASTtCTO 


n 

STARTING 

MOTOR 



table or crniEciims 

PROM 


/ 


Off COM3 SWITCH 

i 

&f starting switch 

b wmc 

2 

3 

a 

2 

c 

z 

z 

9 

1 GENERATOR ARMATURE - 
■ HORN 

9 

If 

2 

4 


S 

z 

s 

4. 

; IGNITION COIL 

if 

2 

9 


« 

R 

a 

f 

1 TAIL UGHT 

n 

» 

£A 



JJ 


}R 

i cam. r 

a 

1* 

6 

M 




6 

_!• HEOB » (BRIGHT) 

14 


3 

r 

- 

_ 


2 

0-0 (DIM) 

IS 

J-* 


0 < 11 1 

r SEN SHUNT HELD 
:■ ST ART Hit SWITCH 

■j. Rc&mm mn&BX 

•• HORN 
COWL LIGHT 
“ STARTING SWITC H 


» ic rcrrofi cox 

" POSITIVE BATTERY 
■■ GROUND 

" Hsea button 

■■ GROUND 
” STARTING MOTOR 


Oldsmobile-Delco electric diagram as referred to on page 393. 



A Delco electric sys¬ 
tem — ignition with 
non-automatic spark. 


MORN button 


YV NM£X 
X.-S.'S TANCC 


HEADLIGHTS DIMMER- 


HEAOLIGHTS 


COWL lAHS 


COWL £ TAIL LIGHTS 


B • ICNITION 


HORN 


TAIL LIGHT 


LOCK FOR LICMTS C ICNITION 


M-IONITION 


,AM««WWWftiVK^ 

ZaMi 


IGNITION COIL 


DRY CELLS FOR RESERVE ICNITION 


'S'tomimtmAvci 


PROTECTIVE 

CIRCUIT 

BREAKER 


HEAD 

LIGHT 


EVERY TWO WEEKS REMOVE FILLER PLUGS AND PUT IN ENOUGH DISTILLED 
WATER. RAIN WATER OR MELTED ARTIFICIAL ICE TO BRING TOP OF 
ELECTROLYTE UP TO BOTTOM OF FILLING TUBE 
/FILLING PLUGS. 


■ION 

UNIT 

HOT 

4 _'TWA T Y 


MOT CP 
OfNfRATCR 


GROUND STRAP- 


/CONDENSER 


FLY WHEEL- 


EXTENSION OF PUMPSHAFT 
FOR DRIVING GENERATOR 


ONCE EVERY TWO WEEKS REMOVE FRONT COVER OF GENERATOR 
AND PUT THREE OR EOUR DROPS OF LIGHT OIL m 0*1 HOLE ALSO 
IN OIL CUP AT “A" AND GIVE GREASE CUP “B‘ ONE OR TWO TURNS 



. ...- 

r 

- 

y 

inc " i-iVi 

TSatterf 




Fig. 2. Illustration shows a Delco system with 
non-automatic spark advance and an armature with 
both commutators on one end. This illustration 
shows a diagramatic view while fig. 1, chart 183G 
shows the circuit view. 

The regulation is called the “reverse-series”— 
see diagram in chart 188G. The principle other¬ 
wise is identically the same as other Delco systems. 


Ignition—Note the coil is mounted on the top 
of the motor-generator, it could be mounted on the 
dash under the hood. 

The timer (see chart 188G) is a four point, 
therefore for a four cylinder engine, note ignition 
resistance unit and condenser is mounted on timer 
in this instance, instead of the coil, as per fig. 
4, page 245. 


CHART NO. 188F— Oldsmobile Eight—Delco Electric System. Also see chart 188E. Another 
Delco System is shown in fig. 2, which is a diagramatic view of system illustrated in chart 188Q. 






























































































































































































































IGNITION 

COIL 


MOTOR 

CLUTCH 


MOTOR S 
BRUSH! 
SVylTCHI 


GENERATOR 


TE RMINA L 


MOTOR 

TERMINAL! 


armature! 


MOTOR 

PINION 


STARTING 
/PEDAL 


FIELD 

COIL 


WINDINGS 
SERIES 

REVERSE SERIES 
SHUNT 

DISTRIBUTOR 
AND TIMER 

gj , . , 

RESISTANCE 
UNIT 

v 


CENERATOR 
(ol CLUTCH 


PUMP 
[SHAFT 

t K 

i CONDENSER 


DISTRIBUTOR SHAFT 
SPIRAL GEAR 



- 

MOTOR BRUSH 
SW7CH : ‘ ' 


ti 

r.MOTOR 
mtiHAm 


mfam 

'mmmn 



STARTING OPERATION 

Illustration shows the operation of the generator and the motor 
brush switches, both of which are operated by the Pull Rod “E.” 
This also operates the starting gear. The complete starting opera¬ 
tion is as follows: 


1. When either the “M” or 


button on the Combination 





PO. /V 


Switch is pulled out the circuit between the generator and -the storage 
battery is closed. The current will flow from the storage battery 
through the generator windings, which causes it to rotate slowly. 

2. As the starting pedal is pushed out, it operates the pull rod 
“E” which causes the gear “J” of the motor clutch to mesh with 
the motor pinion, and this causes the motor clutch to rotate slowly. 
As the pedal is pushed further out the gear “G” meshes with'the 
teeth on the face of the flywheel. 

3. As soon as the gears- are meshed on the flywheel, the pull rod 
“E” raises the lower generator brush off the commutator. (Also 
see below). 

4. When the pull rod “E” has been moved far enough by the 
starting pedal to bring the gears fully in mesh, it then allos^s the 
motor brush to drop on the commutator and completes the cranking 
circuit. 

After the Engine is started, the pull rod (E), throws gear (G) 
out of mesh with fly wheel, raises the motor brush (MB), places 
the generator brush (GB), on its commutator. (See below). 


The timer for. a 
four-cylinder engine 
has but four lobes, 
or projections. 


CHART NO. 18SG_The Delco System where the Mot^r and Generator Commutators are placed 

on same end of Armature. Timer above open-circuit type. (Late systems, (B) switch eliminated.) 






































































































































































































S96 


DYKE’S INSTRUCTION NUMBER TWENTY-EIGHT-B 


FIELD coil 






— MORN CONNECTIONS 
-TO NO 6 1 



CONNECTS TO 
AMMETER 


CyVT'TERY' LEAD 
CABLE 


TO NO 6 ON TRDNT 

— generator switch 

to GENERATOR BRUSH 


PIN FOR OPERATING 
BRUSHES 


^MOTOR SRUSh 
SWITCHES 



0. 




r 




c 




t 

3 






*0 

CL 

Q 


if) 

Q. 

z 



c 

A '< 

j> l 


5A 

UJ 



Q 

Q 

or 

f 

<t 


* 

CC 

UJ 

I 


cr 

-J 







Ui 
2 
2 

T 

O 

i 

tni x 

6 8 
TO 


* 6 0 


OliMiluTOR h(AO 

T5 5 P*** Plu05 


The Cadillac Eight—Delco 
system differs but little from 
other Delco systems. The start¬ 
ing and generating of current 
is by means of one armature 
with commutator at each end. 
The “third brush’’ regulation 
system is employed. 

The general principle of 
meshing gears is as per pages 
376 and 388. 

See pages 132 and 133 for 
Delco-Oadillac ignition wiring 
diagram. 

The type 51 Cadillac used 
a “variable resistance’’ in the 
shunt winding of generator, 
whereas the type 53, 54, 55, 
57 uses the “third brush’’ 
regulation as shown above. 

See foot note bottom page 
387 relative to windings on 
armature and field. 


CHART NO. 188H — Cadillac—Delco Electric System. Also see pages 132 and 133. This system 
is a “ Two-unit’’ single or grounded return, system of wiring. 




















































































































































































































































































CARE, TESTS, ADJUSTMENTS DELCO ELECTRIC SYSTEMS. 397 


INSTRUCTION No. 28-C. 

CARE, TESTS AND ADJUSTMENTS OF DELCO ELEC¬ 
TRIC SYSTEMS: Lubrication. Size of Resistance Units 
to Use. Removing Generator Clutch. Testing for Defective 
Condenser and Ignition Coil. Testing Light Circuits, Short 
Circuits, Open Circuits, Armature, Field Windings, Etc. 
Volt-Ammeter for Testing. Principle and Construction of a 
Volt-Ammeter. Test Lights. Hints for Locating Delco 
Troubles. Adjusting Third Brush Regulation. Commutator 
and Brush Adjustments, Etc. Repairing Commutator, Etc. 


Lubrication of the Delco System. 


There are five principal places to lubricate 
the Delco System. 1—The grease cup for 
lubricating the motor clutch (D) fig. 1, page 
388. 2 —Oiler for lubricating the genera¬ 

tor clutch and forward armature bearing (B ) 
8 —The oil hole (0 ) for lubricating the bear¬ 
ings on the rear of the armature shaft. This 
is exposed when the rear end cover is re¬ 
moved and should receive, oil’once a week. 
4—The oil hole in the dsitributor for lu¬ 
bricating the top bearing of the distributor 


shaft is at (A) and should receive oil once 
a week. 6—The inside of the distributor 
head. Lubricate with a small amount 
of vaseline, carefully applied two or three 
times during the first 2000 miles running 
of the car, after which it will require no 
further attention. It is desirable to secure 
a burnished track for the rotor brush on 
the distributor head. The grease should b« 
sparingly applied and the head wiped clean 
from dust and dirt, (see page 377.) 


Sizes of Delco Regulating Resistance Units to Use. 


♦Regulating resistance spools shown at B, 
fig. 3, page 384, are individually suited to 
the generators in which they are installed 
and are marked. Those spools marked No. 
817 have the greatest resistance and conse¬ 
quently give the smallest charge. Those 
marked No. 701 to 703 have less resistance 
and give a greater charging rate—No. 703 
giving the greatest, and the others in pro¬ 
portion. 

Since the contact arm (C) (operated by 
the centrifugal governor) is on the lower 
coil when running slowly, the resistance 
spools will not affect the output at these 
speeds. It is at speed of over 20 miles an 
hour when the arm has begun to travel 
over the coil, that the amount of resistance 
in the circuit affects the output. 

In testing the output an ammeter should 
be inserted between terminal 6 and wire 
6 on the generator. (See fig. 2, page 
3 82). On no account should the output 
exceed 20 amperes, regardless of the speed 
of the car. 


Between 15 and 20 miles an hour, the out¬ 
put should be 12 to 15 amperes, and will grad¬ 
ually decrease as the car speed increases. 

Before testing the output of the genera¬ 
tor the condition of the battery should be 
noted. A battery showing about 1250 grav¬ 
ity test is best adapted for checking the 
generator, (see pages 450 and 451.) 

In removing and replacing the resistance 
units great care should be exercised not to 
bend the contact arm so that it bears too 
hard on the spool, or so that it does not 
touch sufficiently hard to make a good con¬ 
tact. The former makes the arm stick when 
in the higher position, reducing the charging 
rate, and the latter increases the resistance, 
and causes arcing on the resistance unit, 
eventually burning it out. The resistance 
units must be snapped into place between 
the spring retainers so that there is a good 
contact. When there is no contact the gen¬ 
erator is not delivering any current. 


By installing a spool of larger size wire the maximum charging rate is but slightly increased and 
a higher rate is secured above the maximum point. By installing the spool with the wide cap at the 
bottom the maximum charging rate is increased, with a corresponding increase at higher speed. 

*On the generators, which are driven at or near engine speed, the spool 702 is most often used, 
but 701 and 703 are sometimes used. On generators Nos. 52 and 58, which are driven at 1% time* 
engine speed, spools Nos. 817 and 955 are used. This “variable resistance” regulation is now seldom 
used. The “third-brush” regulation being the modern method. 


398 


DYKE’S INSTRUCTION NUMBER TWENTY-EIGHT-C. 


♦Cutout Adjustment. 


In order to adjust the cut out so that it 
acts at the proper time, two things must be 
kept in mind—the tension on the spring and 
the air gap between the armature and core. 

The air gap has little or no effect upon the 
point of cutout, as this is governed by the 
spring tension. On the other hand, the cut¬ 
ting in is governed by both the air gap and 
the spring tension. 

Suppose, for example, that the cutout 
closes at 8 volts and opehs on a discharge 
current of 2 amperes. To reduce the cut-in 
voltage, and in order to break the circuit 


on a 1 -ampere discharge, the spring tension 
must be reduced. 

The cutout is supposed to operate be¬ 
tween oy 2 and 7% volts and the air gap 
should be adjusted accordingly. It is sup¬ 
posed to open when the discharge current ia 
between zero and 1 ampere, and preferably 
as near zero as possible to reduce arcing. 

When properly adjusted the air gap should 
be approximately 1/3,2 in. when the con¬ 
tacts are closed by a slight depression with 
the finger. 


How to Remove the Delco Generator Clutch. 


tongue for oldh*\m ' 

COUPLING 
RIvETEO TO OUTER SMELL ' 


Figure 16 gives two views of the genera¬ 
tor clutch. This clutch is removed from the 
armature and 
end frame 
assembly 
loosening 
screw in 
end of 
a r m a t 
shaft and re¬ 
moving the 
lock washer 
and key wash¬ 
er. Cut a 



GF*R POR 
OR1V1NG 
r>USTR! 6UT0# 


[~F<C >6 ) GENERATOR CLUTCH 


hole in the work bench about *4 inch larger 
in diameter than armature. Insert arma¬ 
ture through this hole. Allow the arma¬ 
ture and end frame to drop about two 
inches, being careful to have the end frame 
come squarely in contact with the bench. 

Hold the armature from below so that it 
will not be injured by striking the floor. 

The clutch is held together by a retain¬ 
ing spring wire which when removed al¬ 
lows the clutch to be disassembled for in¬ 
spection. (see page 386 explaining clutch 
action.) 


Miscellaneous Delco Tests. 


A defective condenser: The action of the 
timer contacts can be observed by remov¬ 
ing the distributor head and cranking the 
engine with the starter. A defective con¬ 
denser will cause serious sparking at the 
timer points. A slight spark at the timer 
points will sometimes be observed with a 
good condenser. 

The mechanic should familarize himself 
with the spark obtained, by removing the 
wire from one of the plugs and letting the 
spark jump to the engine. (Not to the 
spark plug.) A good coil will produce a 
spark with a maximum jump of at least % 
inch, provided other conditions are normal. 

tlguition Coil Tests. 

The ignition coil is readily tested by the 
test points. The primary circuit is tested 
between the terminals on the top of the coil 
at the rear. The secondary winding can be 
tested for open circuit by testing from 
the high tension terminal to either of the 


other terminals (see page 402). The 
tes J ; lamp will not burn when making this 
test on account of the high resistance of 
the secondary winding, but a spark can be 
obtained when the test point is removed 
from the terminal. No spark will be ob¬ 
tained if the winding is open. 

A short circuit in the secondary winding, 

causes the spark obtained from a wire re¬ 
moved at the plug to be much weaker and 
will cause missing when the engine is pull¬ 
ing, especially at low speeds. 

To Test Accuracy of Ammeter. 

Should the charging rate appear to be ab¬ 
normally low with no apparent reason it is 

a good plan to check the ammeter by con¬ 
necting another meter in serifs with it. 

Reliable meters may become defective as 
automobile service is extremely hard for a 
sensitive ammeter—see page 410. 

Testing Light Circuits. 

See pages 403 and 416. 


♦♦Principle of the Volt-Ammeter. 


A voltmeter and an ammeter, or a com¬ 
bination volt-ammeter is one of the most 
important instruments that the mechanic can 
use in this work, and in order to explain the 
action of such a meter, see fig. 10. This 
shows the internal circuits of such a meter 
with full scale readings of— 30 amperes, 3 
amperes, and 15 volts. 

The meter proper consists of a permanent 
magnet “M” between the poles of which 



is mounted a 
movable coil 
“K” which 
carries the 
pointer. This 
part of the 
meter is very 
sensitive and 
carries only a 
small amount 
of current. 


*Out-outs are not used on the late Delco system. **See also pages 414 416 410 402 4 e 5S 
tSee also page 234, 302. ’ ’ ’ ’ 






































CARE, TESTS, ADJUSTMENTS DELCO ELECTRIC SYSTEMS. 399 


**When instrument is used as an ampere 

meter: In the average meter with the scale 
readings as given, the current in the differ¬ 
ent parts would be approximately as fol¬ 
lows: 

With the meter connected to give a full 
scale reading of 30 amperes (connect the 
lines to the terminal marked -+- and to the 
one marked “30-A”), the current would 
divide at the + terminal, the main part of 
which flows to terminal marked “30-A” 

29- 9/10 amperes flowing in this cir¬ 
cuit, and 1/10 amperes flowing through the 
coil to terminal 3-A, through the shunt to 

30- A terminal. The 1/10 ampere through 
the movable coil is the amount required to 
give a full scale reading of the pointer. 

When the 3 ampere scale is used the cur¬ 
rent divides at the + terminal and 2-9/10 
amperes flows through both shunts to 3-A 
terminal, and 1/10 ampere through the 
coil as before. The difference in the pro¬ 
portions of the total current that flows 
through each circuit, from the amount that 
flows through each circuit in the former 
case, is due to the resistance of the 3-A 
•hunt. 

Voltmeter: When the instrument, (fig. 

10) is used as a voltmeter, connections are 
made to the positive terminal and the termi¬ 


nal marked “15 V” and the button must be 
pressed. This cuts out the shunts and con¬ 
nects in series the high resistance. This is a 
very high resistance and when the full vol¬ 
tage reading is taken there is 1/10 of an 
ampere flowing through the high resistance 
and the movable coil, which is the same 
amount of current that flows in it when it 
is used as an ammeter and it gives a full 
scale deflection—see also page 410, 414. 

The important points to remember when 
using an instrument of this kind are ae 
follows: 

1. Do not test the storage battery with an am¬ 
meter as dry batteries are tested. (This will posi¬ 
tively ruin the meter). 

2. In taking an ammeter reading in the cir¬ 
cuit where the approximate flow of current is not 
known, always use the highest scale on the meter 

and make the connection where it can be quickly 
disconnected in the event of a high reading. 

3. If the meter reads backwards reverse the 
wires to the meter terminals. The meter will not 
be damaged by passing a current through it in 
the reverse direction as long as the amount of the 
current is not over the capacity of the meter. 

4. No damage will be done by connecting a 
voltmeter as an ammeter, so long as the voltage 
of the system is not above the range of the volt¬ 
meter, but the ammeter should not bo connected 
as a voltmeter. 

5. A high-class instrument of this type will 
stand a momentary overload of from 200 to 400%. 
If the user is careful not to make his connections 
permanently until the current is normal, he will 
very seldom injure the instrument. 


*Test Points. 


Next to the combination volt-ammeter the 
most important testing arrangement for the 
mechanic is a set of “test points” to use 
in connection with the electric light circuit. 
This is very 
easily made by 
tapping one 
wire of an or¬ 
dinary exten¬ 
sion lamp, splic¬ 
ing the wires 
onto suitable 
points with in- 
•ulated handles in order that these may be 
handled with no danger of electrical shock. 

The circuit is shown in illustration. With a 
•et of test points as described the lamp will 



burn when the test points are together or 
when there is an electrical connection be¬ 
tween the points. 

This will give more satisfactory results 
for testing for grounds, leaks or open con¬ 
nections than will a bell or buzzer used with 
dry batteries, as the voltage is higher and 
it requires a small amount of current to 
operate the lamp. With a bell or buzzer, a 
ground or open connection may not exist, but 
the resistance is so high that enough cur¬ 
rent will not be forced through it by the 
dry batteries, to operate the bell or buzzer. 

No harm can be done to any part of the 
Dclco apparatus by test points as described 
above, when the ordinary carbon or tung¬ 
sten lamp is used in testing purposes. 


Motoring the Generator, Principle, Troubles and Tests. 


As stated on page 386, the motor-gen¬ 
erator performs three distinctly different 
functions; that is: 1—motoring the gen¬ 
erator, 2—cranking the engine, 3—generat¬ 
ing electric energy. 

Whenever an armature is revolved with¬ 
in a magnetic field a voltage is induced in 
the armature winding. On a motor, this 
voltage opposes the voltage of the applied 
current, and i 3 termed “counter electro-mo¬ 
tive force.’’ 

When the ignition button is first pulled 
out and the armature is not revolving, there 
is of course no voltage being generated, 
therefore a comparatively heavy current 


flows. After the armature commences to 
revolve this current decreases, due to the 
“counter-current” induced in the armature 
opposing that of the battery. Thus it can 
be noticed that the first reading of the am¬ 
meter will be much more than the reading 
after the armature is * irning freely. 

•jThe “motoring” of the generator is one 
of the most important operations for the 
mechanic to familiarize himself with, as 

the same wiring and parts of the generator 
are used during this operation as when gen¬ 
erating. Therefore, if the apparatus will 
perform this operation properly, it is very 
sure to generate when driven by the engine. 


★ See pages 403, 418, 737. fSee also, pages 386 and 387. **To test an ammeter for accuracy see 
pages 398, 410. 









400 


DYKE’S INSTRUCTION NUMBER TWENTY-EIGIIT-C. 


Principle of a Motor. 

When current from the storage battery flows 
through the field winding it magnetizes the 

polo pieces and creates a 
magnetic field between 
them, in which the arma¬ 
ture revolves. Without 
going to much into tech¬ 
nical detail we will sim¬ 
ply state that whenever 
a current of electricity 
flows through a wire there 
is a magnetic “field of 
force ’ ’ created around it, 
see page 221, and if this 

fofate 12 'untn ag “ e un]ikT’ 1,1 wire be formed into a loop, 
poles come to rest, near or closed coil and is plac¬ 
es possible to each other. e( j j-jje “field of force” 

flowing between the poles of the motor—it 
swings around in exactly the same manner as a 
compass needle or two magnets (as in fig. 12) 
and will rotate until the unlike poles come to 
rest as near as possible to each other. This 
single loop will swing around until it places 
itself parallel with the lines of force that are 
flowing from N. to S. pole and there it would 
come to rest or “dead center.” 



To overcome this dead center point it is nec¬ 
essary to have more than a single loop on the 
armature which you know is always the case. 
Each loop in turn tries to place itself in this 
parallel position and in so doing, helps pull the 
one already there away, due to the fact that 
they are all on the same revolving piece. 

In a motor there is no current in any of the 
armature coils except those coils with ends 
fastened to the particular commutator segments 
that happen to be under the brushes. Each in 
turn receiving current as it comes under the 
brush. 


During the motoring of the generator the 
pole pieces are magnetized by the current through 
the shunt field winding. The armature is mag¬ 
netized by the current through the brushes and 
generator winding on the armature. It is neces¬ 
sary that current flows through both of these 
circuits before the armature will revolve. It 
is a familiar mistake to think that when current 
is passing only through the armature the arma¬ 
ture should revolve. The shunt field current can 
be easily checked by disconnecting the shunt 
field lead from the generator at the ignition 
coil terminal. 


Ammeter reading when “motoring” gener¬ 
ator: The ammeter in this line should indicate 
approximately 1% ampere when the ignition 
button is pulled out. The ammeter on the com¬ 
bination switch can be depended upon to deter¬ 
mine the amount of current flowing through the 
generator winding during this operation. Both 
the ignition current and the shunt field current 
flow through this meter in addition to the cur¬ 
rent through the generator armature. The tim¬ 
ing contacts should be open. This will cut off 
the ignition current and leave only the armature 
and shunt field current. Since the shunt field 


current is only 1*4 amperes the reading of the 
ammeter will readily indicate whether or not 
current is flowing through the generator arma¬ 
ture. 


Tests for “Motoring” Generator. 

Should it be found that the current through 
both the armature and the shunt field windings 
is normal and the armature still does not revolve 
the trouble may be caused by either (1) the 
armature being tight mechanically, due to either 
a sticking driving clutch, trouble in the bear¬ 
ings or foreign particles jammed between the 
armature and pole pieces. This can be readily 
tested by removing the front end cover of the 
generator and turning the armature from the 
commutator; (2) the shunt field winding or the 
generator armature winding may be defective' 
in some manner, such as shorted, grounded or 
connected to the motor winding. (See testing 
armature on page 40*2.) Any one of these would 
show an abnormal reading of the ammeter in 
some position of the armature when it is revolv¬ 
ed by hand. 

If the ammeter vibrates at each revolution 
of the armature during the motoring of the gen¬ 
erator, and when the engine is running at low 
speeds, this is very conclusive proof that the 
armature has either a ground, open coil, shorted 
coil, or is connected to the motor winding. 

In the generator windings each coil consists 
of 4, 5 or 6 turns of wire, depending upon wheth¬ 
er the generator is to be driven at engine speed 
or one and one-half times. 


^Cranking the Engine. 

• 

Cranking the engine is performed by the current 
from the storage battery which flows through the 
series field winding, the motor brushes and armature 
winding. This much being what is known as a 
“series” motor, but in addition to this the current 
flows through the combination switch and the shunt 
field winding on the generator, making what would be 
considered, strictly speaking, a compound motor for 
the cranking operation. 

The shunt field current is not absolutely necessary 
for this operation, but is used because it increases the 
efficiency of the cranking motor. It can be seen bv 
referring to the circuit, page 388, that the shunt field 
current would not be in use in the event of the crank¬ 
ing operation being performed when the ignition but¬ 
ton is not pulled out. 

**This cranking current is a heavy discharge on 
the storage battery, the average car requiring approxi¬ 
mately Va horse power to perform the cranking opera¬ 
tion. 9/10 of all cranking failures is due either to the 
storage battery or poor connections in the cranking 
circuit. The first rush of current from the storage 
battery during the cranking operation varies from 
130 to 450 amperes, depending upon the condition of 
the engine and the storage battery. This is only a 
momentary flow of current, however, but a poor con¬ 
nection prevents this heavy flow of current and pre¬ 
vents the starter from giving its full force. 

This heavy discharge will naturally eause the vol¬ 
tage of the battery to be decreased, and the amount, 
that it is decreased, depends to a great extent upon 
the condition of the charge of the battery. Orr a 
storage battery which is charged so that its specific 
gravity registers 1200 or more the voltage should 
not fall below 5 volts on the voltmeter reading when 
cranking. 


**See also, pages 407, 427 and 327. See also page 386 on “cranking operation.” 













401 


CARE, TESTS, ADJUSTMENTS DELCO ELECTRIC SYSTEMS. 


♦Hints for Locating Delco Troubles—condensed. 


1. If starter, lights and horn all fail, the trouble 
is in the storage battery or its connections, such as a 
loose or corroded connection or a broken battery jar. 

2. If the lights, horn and ignition are all O. K., but 
the starter fails to crank, the trouble is in the motor 
generator, such as dirt or grease on the motor com¬ 
mutator, or the motor brush not dropping on the com¬ 
mutator. 

3. If the starter fails to crank or cranks very slow¬ 
ly, and the lights go out or get very dim while crank¬ 
ing, it indicates a loose or corroded connection on the 
storago batery, or a nearly depleted storage battery. 

4. If the engine fires properly on the “M” button, 
but not on the “B” button, the trouble must be in 
the wiring between the dry cells or the wires leading 


from the dry cells to the combination switch, or de¬ 
pleted dry cells. 

If the ignition works O. K. on the “B” button and 
not on the “M” button, the trouble must be in the 
leads running from the storage battery to the motor 
generator, or the lead running from the rear terminal 
on the generator to the combination switch, or in the 
storage battery itself, or its connection to the frame 
of the car. 

5. If both systems of ignition fail, and the supply 
of current from both the storage battery and dry cells 
is O. K., the trouble must be in the coil, resistance 
unit, timer contacts or condenser. This is apparent 
from the fact that these work in the same capacity 
for each system of ignition. (Does not apply to ail 
Delco systems.) 


Instructions for Cleaning Repair Parts of Delco Apparatus. 


The cleaning outfit should consist of three sheet 
steel tanks of suitable size (preferably about 85 gal¬ 
lons), which are mounted in such a manner that the 
contents may be kept heated to the desired tempera¬ 
ture; three stone jars of approximately 15 gallons 
capacity; and a sawdust box. 




PL AM OF ARRANGEMENT OF TANKS AND JARS FOR CLEANtNG 

Two of the steel tanks should be equipped with 
overflow pipes so that they can be kept about two- 
thirds full at all times. These will be spoken of as 
tank No. 1 and tank No. 2. They are used for clear, 
hot water for rinsing the apparatus after it has been 
cleaned. A supply of water should be available, so 
that this water can be kept as clear as possible. 

The third tank does not need either a drain or over¬ 
flow pipe and should be used for the potash or caustic 
soda solution. This solution can be used for a long 
time without changing it by simply adding a small 
amount of potash or soda as the solution is. found to 
be weakened. All three tanks are maintained at a 
temperature of from 180° to 212* (degrees) Fahren¬ 
heit, or approximately at boiling point. 

The three jars mentioned above are to be used for 
the acid solutions and will be spoken of as jar No. 1, 
jar No. 2, and jar No. 3 respectively. 

A wooden tank should be provided which is large 
enough to permit the three jars to be set in it and also 
to carry a supply of clear, cold water. This tank should 
also be divided so that jars No. 1 and No. 2 are in one 
division and jar No. 3 in the other. This is very im¬ 
portant, as the work cannot be rinsed in the same cold 
water bath after being immersed in these various solu¬ 
tions. The sketch shown in figure will give an idea 
of the outfit. 

Cleaning Solutions. 

The solutions recommended are as follows: In 

tanks one and two, clear, hot water; in tank three, a 
solution cf Potash or Caustic Soda, which is made by 
mixing one pound of Potash or Caustic Soda with one 
gallon of water. 

The jar No. 1 is filled with a solution made up 
carefully of the following formula: four gallons of 
Nitric Acid; one gallon water; six gallons sulphuric 
acid The water is placed in the jar first, the nitric 
acid’is added slowly and the sulphuric acid is poured 
in last. This order should be very strictly observed, 
as it is dangerous to attempt to mix up a solution 
of these acids in any other manner. 


The solution in jar No. 2 is made up with the fol¬ 
lowing formula: one gallon Hydro Chloric Acid to 
three gallons of water. Jar No. 3 is filled with the 
following solution: one-half pound of Cyanide to one 
gallon of water. 

Tank No. 2 should be used for parts which have 
been in the Potash solution and for no other purpose; 
tank No. 1 for general rinsing. 


Cleaning Various Metals. 

Steel is boiled in the Potash solution until the dirt 
is removed. This should take only a few minutes. It 
is then rinsed in tank No. 2 and dried in sawdust. 

Cast Iron is boiled in the Potash solution until dirt 
is removed, rinsed in tank No. 2, dipped in the acid 
solution in jar No. 2, rinsed in cold water, rinsed in 
tank No. 1 and dried in sawdust. 

„ Brass is boiled in the Potash solution until the dirt 
is removed, rinsed in tank No. 2, dipped in the acid 
solution in jar No. 1, rinsed thoroughly in clear, cold 
water, dipped in the Cyanide solution, rinsed in clear, 
cold water, rinsed in tank No. 1, dried in sawdust. 
Copper can be cleaned in the same manner. 

Polished aluminum should first be thoroughly wash¬ 
ed in benzine or gasoline, rinsed in tank No. 1, dipped 
in the acid solution in jar No. 1, rinsed thoroughly 
in clear, cold water, rinsed in tank No. 1 and dried 
in sawdust. 

Plain aluminum (polished), should be dipped in 
the Potash solution, rinsed in tank No. 2, dipped in 
jar No. 1, rinsed thoroughly in clear, cold water, 
rinsed in tank No. 1 and dried in sawdust. 

Plain aluminum, (not polished), should be dipped 
in the Potash solution, rinsed in tank No. 2, dipped 
for a few seconds in the acid solution, rinsed in tank 
No. 2, dipped for a few seconds in acid solution in 
jar No. 1 rinsed thoroughly in clear, cold water, rinsed 
in tank No. 1 and dried in sawdust. 

It will be noticed when the aluminum is put in 
the Potash solution that the metal is attacked or eaten 
away very rapidly. Care should, therefore, be taken 
not to leave the work in this solution any longer than 
is absolutely necessary. In cases where the work is 
covered with caked grease or has hard grease deposits 
on it. these pieces should first be washed in benzine 
or gasoline. Aluminum parts should never be washed 
in the Po'tash or Soda solution unless they can be put 
through the acid immediately after. The acid dip is 
used to neutralize the effects of the Potash solution. 
Parts should only be held in the acid solution for a 
few seconds. 

Paint on aluminum should be removed with a good 
varnish or paint remover, unless it is a very small 
quantity and the work is to go through the Potash 
solution. 

With regard to enameled work, it is recommended 
that it be washed with soap and water, dried thorough¬ 
ly and then polished with a cloth dampened with three 
in one or O’Cedar oil. 

The methods described above are for solid metals 
only and should not be used on any plated materials. 
Practically all Delco clips are tinned and should be 
cleaned, therefore, in benzine or gasoline. All plated 
parts should be cleaned in benzine or gasoline. 


*Soe also, pages 377, 398 and 400. 

























402 


DYKE’S INSTRUCTION NUMBER TWENTY-EIGIIT-C. 


ARfIMURE 

SHAFT 


test 

POINT 


I 


GENERATOR COMMUTATOR 
MOTOR COMMUTATOR \ 


HO VOLT 
lAmp^ 


ri TEST 

[r mT 




IIOVOLT 
AC OR D.C. 


FIG. I 



^Testing Delco Motor-Generator Armature. 

Test points, per pages 399 and 418 are used in connection with a 
lamp for part of the tests and a combination volt-ammeter is used for 
the other tests shown on this page. 

It is not necessary to remove the motor-generator from car. Where 

there are grounds in armature winding, or short-circuits between 
them or short-circuits between generator and motor armature wind- 
’ ing, simply raise brushes and insulate them from commutator with 
pieces of cardboard. 

Armature Tests with the Test Light for Grounds. 

Pig. 1. A grounded generator armature coil will result in slow 
cranking and materially reduce the charging rate. (Note armature 
and generator winding is on one armature in this particular system.) 

To test to see if armature coil is grounded see fig. 1. If lamp lights, 
a ground is indicated. 

Fig. 2. A grounded motor armature coil will cause excessive amount 
of current to be drawn from battery while cranking, or prevent crank¬ 
ing entirely (meaning of the word “cranking’' is explained on 
page 400). 

To test to see if grounded, see fig. 2. If lamp lights, a ground is 
indicated. 

Fig. 3. Short circuits between motor and generator armature coils 

will decrease speed of cranking and also cause armature to continue 
to run after engine is shut down. 

To test, see fig. 3. If lamp lights a short circuit between motor and 
generator armature coil exists. 

Armature Tests with the Volt-Ammeter for Open-Circuited 
and Short-Circuited Armature Coils. 

Testing for open and short circuited armature windings with a volt- 
ammeter. Before proceeding, turn to pages 414, 416 and study the 
construction of the Weston model 280 volt-ammeter, which is used in 
the following tests. 


ARMATURE 

SHAFT 

w= 


GENERATOR COMMUTATOR 
MOTOR COMMUTATOR \ 


test 

POINT 


0 


IIOVOLT LAMP 


B 


test 

POINT 




IIO VOLT 
O.C OR A.C. 


FIG. 3 




Fig. 4. Open or short circuited generator armature coils. The gen¬ 
erator brushes should be left on contact with commutator, but dis¬ 
connect storage battery from system. Then connect a dry cell as 
shown; one connection to the 30 ampere shunt and the other to the 
brushes, see page 414 for meaning of “shunt.” 

To test, turn armature slowly by hand. If commutator is in good 
shape and brushes are making good contact, the ampere reading 
should be the same in all armature coils—when brushes make con¬ 
tact with the different coils through the commutator segments, but 
if a very noticeable change in the ammeter reading takes place while 
turning, this will indicate an open or short-circuited armature coil. 

Fig. 5. To then tell if generator armature coil is open-circuited or 
short circuited proceed as follows: 

To test for open-circuited coil, connect brushes on commutator to a 
dry cell as per fig. 5, so that about 1 ampere will flow through the 
brushes. The field winding should be disconnected. Then connect 
test points to the 3 volt scale of meter and measure the voltage 
across two adjacent commutator segments. The readings should be 
the same, as the test is made on all commutator segments, but if 
there is a material increase in the reading on any two segments, then 
there is an open circuited coil. 

Fig. 6. If there are no open circuited armature coils but the test 
per fig. 5 shows there is some armature trouble, then test for a short- 
circuited coil. This, however, should only be done after making the 
test per fig. 5, as we will now use the .1 volt scale of meter, and if 
there was an open-circuited coil, the voltmeter might be burned out if 
this test was made first. 

To test for a short-circuitecl armature coil—see fig. 6. Connect test 
points on meter with the one-tenth volt (0.1) terminal and the + 
terminal—see also page 414. Turn armature slowly by hand and 
test each adjacent commutator segment as shown in fig. 6. If on 
testing any of these coils, the reading drops to zero, it will indicate 
that one or more of the armature coils are short-circuited. 

Fig. 67: These diagrams will explain what is meant by an open and 
short circuited armature coil. A, shows diagram of commutator with 
brushes which make contact with segments and carry the current 
during the test. It will be seen that the current divides equally 
from upper brush, passing down each side of the armature coils, or winding circuits, 
and out at the lower brush, and if in good condition the voltage between two com¬ 
mutator segments will be the same. 

If an open current in one of the coils, as at X fig. 67, (B), there will be an interrup¬ 
tion of current flow on that side, and if test-points are placed on the two segments 
shown there will be a big increase of needle since meter will carry all of the current 
flowing down that side. If points are placed on adjacent segments on that side, there 
will be a zero reading. 

If a coil is short-circuited, per Y, fig. 67, (C), the meter, if placed on the segments 
shown will be zero, the short circuit having the effect of a shunt across meter. 



Testing Ignition Coil. 

Fig. 8. In this instance it 
is placed along side of the 
motor-generator. To test, 
place one “light test point” 
on secondary terminal (S), 
and other on primary (P) — 
see page 398 for explana- 
ion—see also pages 234 and 
302 for other coil tests. 


CHART NO. 188-1—Testing Delco Armatures. "Although these tests apply to the Delco System 
they will also apply to many other systems. See also pages 414, 416, 410, 406, 411, 424, 418.’ 





































































































































CARE, TESTS, ADJUSTMENTS DELCO ELECTRIC SYSTEMS. 


403 


Testing The Delco Motor 
Fig. 2: To test for grounds in the field coils 
of motor generator, place one point on frame of 
motor-generator, the other, on terminal of field coil. 

A A AAA A * * * . * B 



-WvWWW\A-JL 

SHUNT FIELD COIL 1 

SERIES FIELD , 

COIL 


RG.3 


no volt 


0 - 


Be sure all grounds which are regularly connected 
to these terminals are first removed. 

If lamp lights a ground is indicated. If it fails 
to light coil circuit is o. k. 

Fig. 3: To test for open circuits in the field coil, 

place test points as shown, on each terminal of the 
winding. 


-Generator Field Coils. 

If lamp fails to light the circuit is open, 
coil should be replaced or repaired. 


The 


Fig. 4: To test for short 
circuits between motor-gen¬ 
erator windings; the test 
here is between the “shunt” 
and “series” field winding. 

Place one of the test 
points on the terminal of 
one of the field windings 
and the other test point on 
terminal of other winding. 

If lamp lights, a short-circuit is indicated be¬ 
tween the windings. 

Meaning of Grounds and Shorts. 

A grounded coil is where the insulation is off the 
wire and it makes contact with metal. 

A short-circuited coil generally applies to a field 
or armature with two windings on it and on which 
the insulation is off and in contact with each other. 



Testing The Delco Wiring Circuit. 


To test the wiring circuit for troubles, use the 
test points illustrated on page 399. Either direct 
current or alternating current can be used with 
110 volt lamp placed in series.* 

A typical single unit Delco wiring circuit is shown 
below. The tests however will apply to many of 
the other systems. 

Parts Which Are Grounded. 

It will be observed that certain portions of the 
circuit are grounded to the frame of the car. The 
battery terminal, the lamp return wires, one motor 
and one generator brush, one of the timer contacts, 
one terminal of the horn push button and one ter¬ 
minal of the condenser in the coil are grounded. 

When Testing For Grounds. 

First remove the grounded connections by dis¬ 
connecting the **negative battery terminal from 
battery which is grounded to frame of car, and re¬ 
move all lamp bulbs. 

Then place a piece of cardboard between commu¬ 
tator and brushes of the motor and the generator 
(third brush also). 

Disconnect the lead wire from the horn button 
and distributor and raise the base of the ignition 
coil so that it is insulated from the top cover of 
the motor-generator. 

To Test For Grounds. 


other test point on the negative terminal of the 
battery (A). 

If the lamp lights, then a ground is indicated 
and will likely be on the switch or in the motor 
windings (if all the switch buttons are pushed in). 

Now with one of the points still grounded to 
frame of car, touch with the other point different 
terminals of the combination switch. 

If lamp lights, then a ground is indicated and 
should be found and removed. 

To Test For Short Circuits. 

Testing for short-circuits between two wires 
which are supposed to be insulated from each other 
—see test No. 5; place one test point on one wire 
and the other point on the other wire. 

If lamp lights, a short-circuit is indicated be¬ 
tween the two wires. 

If lamp does not light, then this portion of cir¬ 
cuit is o. k. 

To Test For a Broken Wire. 

To test for a broken wire—see test No. 6; place 
test point at each end of wire as shown. 

If lamp lights, the circuit is complete. If lamp 
does not light, then there is a break somewhere 
between the two points. By gradually moving the 
test points towards one another, the break can 
be definitely located. 


To test for grounds, see test No. 4; place one of 
the test points on the frame of the car and the 


If Lights Bum Out Often. 

It is likely due to using a lower voltage lamp 



CHART NO. 188J—Testing for Open Circuits in the Field Coils. Test Points for Testing Short 
Circuits Between Two Points. Testing for Grounds. See also pages 406, 418, 413, 416, 429, 737. 


*When using test light, it is advisable to occasionally bring both test points together or touch one with the 
other, to make sure that test light is still in working order, as very often the filament of lamp breaks owing to 
the rough nature of test work and when this happens one is led te erroneous conclusions. **On many sys¬ 
tems, positive pole of battery is grounded. 




















































































404 


DYKE’S INSTRUCTION NUMBER TWENTY-EIGIIT-C. 





HCRn 

DRUiuCS 


wrJ k 
sw \$ 


ptemL 


STICKING 

ORUSU 



mic a co/cercn v 

UNDERCUT 



Alien MICA 


Fig. 3. Commutator and brush trou¬ 
bles. Copper is softer than mica and 
wears more rapidly, until the mica is 
so far above, that brushes cannot make 
good contact. When this occurs, the 
mica must be undercut as shown at 
the lower left. 



Fig. 4. Dressing commutator. 


COMMUTATOR 




Fig. 5. Method of smoothing down a 
‘‘commutator” with a strip of sand¬ 
paper and properly seating the 
‘‘brushes” to the rounded surface of 
commutator. 


FIG. 

4 A 


Com 


To cut the mica down; 
a three cornered file to 
start the groove in the 
mica, and a hack-saw 
blade with a handle on 
it and teeth ground on 
the side, can be used 
for cutting down the 
mica. 

Note the mica must be 


B, and not leave a thin edge, as at A. 



♦♦Commutator Troubles. 

Commutator troubles are: arcing at brushes, weak brush holder 
springs, loose pigtails or connections of wires to the brushes, 
sticking brushes, overloading of generator and short-circuits be¬ 
tween the motor and generator windings. 

Arcing at brushes is usually due to mica protruding above the 
commutator segments—see fig. 3, lower right illustration, ‘‘high 
mica.” 

The cause of mica protruding is due to the copper segments wear¬ 
ing down below the level of the mica as stated under fig. 3. The 
brushes then cannot make good contact, therefore arcing occurs 
and commutator burns and blackens and becomes rough. 

This trouble is more common on generators. On starting motors, 
where brushes do not make good contact, the commutator becomes 
rough and causes arcing. 

ffMost of the troubles of this nature axe due to the use of car¬ 
bon brushes, which are not hard enough to wear the mica down. 
The “generator” commutator on the Delco therefore requires 
more care in this respect. The Delco “motor” commutator 
however, where metal brushes are used, the trouble is not so 
great, as they are harder. 

To remedy protruding mica; remove the armature and very care¬ 
fully true or dress it up on a lathe per fig. 4. Then cut out the 
mica between the bars with a hack saw blade, the sides of its 
teeth having been ground off so-that it will cut a groove slightly 
wider than the mica insulation, per fig. 4B. This will leave a 
rectangular groove free from mica; the depth should be about 
1&2 inch. 

The edges of the slots should then be slightly beveled, using a 
three-cornered file, in order to prevent any burrs remaining, which 
would cause excessive brush wear. 

When properly finished commutator will have the appearance of 
illustration, fig. 4 “after.” See also pages 409, 406. 

Note. The mica can also be cut by placing a special tool in the 
lathe and moving it laterally as a planer—fig. 4 as suggested by 
Motor World. 

The blackened and burned appearance of the commutator is not 
always caused by high mica. The same effect may be caused by 
having brushes of improper size or material, by an insufficient 
spring tension on the brushes, by an overload on the generator 
and by an open or short circuit in the generator windings, or 
where there are two windings on one armature with two commu¬ 
tators, by a short-circuit between the motor and generator wind¬ 
ings. (from Weston Inst, book.) 


tCommutator Noises and Cleaning Commutator. 

If it makes a noise and trouble is not from the protruding mica, 

the commutator can be cleaned by speeding engine up to about 
1000 r. p. m., then wipe off commutator with a piece of cloth 
dampened with gasoline to remove grease and dirt—or new 
brushes fitted. 

If commutator is rough, smooth down with sandpaper cut a 
little wider than the brush and wrapped around the commuta¬ 
tor so as to make contact with at least half of its cir¬ 
cumference, as per fig. 5. Use 00 fine sandpaper—never use 
emery cloth. Don’t lubricate, see page 406. 

Noise can also sometimes be eliminated by slightly setting the 
brush to one side with a small wood stick—never use a screw 
driver or metal. 

Fitting Brushes. 

♦The brush must always make good contact with the commutator; 

they should have sufficient spring tension to press the brush to 
the commutator, yet move freely. 

When fitting new “generator” brushes, they don’t always fit the 
commutator perfectly, that is. they are not rounded to the com¬ 
mutator surface. This can be remedied by placing the rough 
side of a strip of grade 00 sandpaper under the brush, when it is 
in its brush holder (each brush separately), and work the strip 
back and forth holding the ends close together as per fig. 5, so 
it will conform with the curvature of commutator. The entire 
surface of the brush must be treated, otherwise it will be uneven. 
The “pig tails” or brush connections must also be kept tightened. 

When fitting “motor” brushes to Delco armature, the same 
method is applicable, but something harder than sandpaper must 
be used. A strip of carborundum cloth can be used on the 
“motor-brushes,” but sand cloth on the “motor-commutator.” It 
is seldom necessary to cut mica down on the motor-commutator. 
See page 406 for cleaning brushes. 


When Starting Motor Fails to Start. 

If the armature fails to start when pulling out the ignition button, the trouble may be due to: (A) weak 
etorage battery; (B) switch contacts defective; (C) the clutch may be sticking; (D) armature shaft out 
of alignment; (E) bearings of generator defective; (F) waste or foreign substance between armature and 
pole pieces; (G) generator brushes not making good contact; (H) loose, dirty connection, ground or short 
circuit. See also, page 577. 


CHART NO. 188K—Commutator and Brush Troubles. When Motor Fails to Start. 

*S«e foot note page 407 and next to lower right paragraph, page 400. **See also page 409. tSee page 325 
for kind of brushes used on starting motors and 408 generator brushes. See also, page 864C. ffSee foot note 
page 405. 



































CARE, TESTS, ADJUSTMENTS DELCO ELECTRIC SYSTEMS. 


405 


Adjustment of Delco Third Brush. 

There are two arrangements of the Delco third brush; 
over commutator and under commutator: The third 
brush is supported on an arm which is arranged to 
lengthen or shorten by means of screws and slots in 
this arm. In the single unit system, using generator 
No. 70, and on all the two-unit systems, the third brush 
is located on the lower side of the commutator, and is 
mounted on a plate which is arranged to move to ob¬ 
tain similar results. 

The moving of this brush in the direction of rotation 1 
increases the charging rate and moving the brush in 
the opposite direction, of course, decreases the charg¬ 
ing rate. These generators leave the factory adjusted 
to give ample charging rate for the average driver. 

If the car is driven a great deal and the lights and 
starter used comparatively little, it is possible to over¬ 
charge the storage battery unless the charging rate 
is decreased. 

Th6 overcharging of the storage battery is indicated 
by the rapid evaporation of the water, and occasion¬ 
ally a too frequent burning out of the lamps. There¬ 
fore for this type of drivers it is advisable to de¬ 
crease the charging rate by moving the third brush 
in the opposite direction from that in which the arma¬ 
ture rotates. If this brush is moved, it is necessary 
to draw a piece of fine sand paper (with the sand side 
next to the brush) between the brush and the com¬ 
mutator a few times. If this is not done the brush 
will not make good contact and the charging rate will 
not be as high as when the brush is well seated. 

With the type of driver who uses his car a great 
deal at night and drives a very little in the day time 
it is advisable to have a higher charging rate than 
these generators develop with the factory adjustment. 

With this type the third brush should be moved in the 
direction of rotation of the armature, and the brush 
sanded as described above. When the charging rate 
of the generator is increased, it is always essential 
that the charging rate be carefully checked up by use 
of the ammeter on the combination switch, and in no 
case should this exceed 20 amperes to any extent un¬ 
less it is positively known that the driver never op- 
erats his car at fairly high speeds, excepting for 
short runs. Checking of the charging rate, should be 
obtained after the brush is well seated and the engine 
is gradually speeded up, observing the maximum charg¬ 
ing rate indicated on the ammeter. This test should 
be made when all the lights are off. 

To adjust the Delco third brush over commutator: 

Bv reference to the accompanying figure, it will be 
noted that the third brush is mounted on a brush arm, 
which is made up in two pieces. The part to which 
the brush is fastened has a slot through which pass 
two screws, attaching it to the other part. By loosen¬ 
ing these screws it is possible to slide one part upon 
the other, and so increase or decrease the length of 
the arm. 

When the arm is shortened, the charging rate is de¬ 
creased, and the reverse is also true. Care should be 
taken to ,sand in the third brush carefully every time 
it is shifted, so it will have good contact with the com¬ 
mutator. (See instructions for “seating motor and 
generator brushes.’’) The screws on the brush arm 
should be tightened firmly after a change has been 
made, in order to prevent slipping. 

The charging rate should rise to its maximum at a 
car speed of from fifteen to twenty miles per hour, 
and then drop off as the speed increases beyond this 
point. 

In order to change the charging rate on the 70-motor- 
generator it becomes necessary to shift the third brush 
on the generator commutator. To reduce the rate, shift 
the third brush bracket plate in the direction indi¬ 
cated by the arrows on the accompanying cut. 

To shift this brush bracket plate, loosen two screws “A’’ fig. 2, shown in the cut, and shift plate 
in the direction indicated by the arrow, to the full extent permitted by the slotted holes receiving the 
■crews marked “A.’’ 

Note—The charging rate should be limited to 12 to 14 amperes with lights off. In case the charging 
rate cannot be sufficiently reduced, it may bo necessary to lengthen the holes in the brush bracket plate with 
a file. After the brush is shifted it will be necessary to carefully sandpaper it so that it fits perfectly. 

Carbon brushes arc used on all Delco generators because they give better commutation and are porous, 
which allows lubricants to be forced in them, making them self-lubricating . 

The copper composition brush is used on all Delco starting motors because the carbon brush has too 
high a resistance to carry the high cranking current required. The copper or composition brush has a 
high carrying capacity and smaller brushes can be used. 

CHART NO. 188L—Adjustment of the Delco Third Brush for Charging Rate. 

Closer the third-brush to the adiacent brush, the higher will be the voltage produced. Move brush counter di¬ 
rection of rotation to reduce the rate. See also, pages 3S9 and 864C. 



FROM 

GENERATOR 
BRUSH 


GROUNDED 

BRUSH 


THIRD BRUSH 
FROM WHICH 
SHUNT FIELD 
CURRENT IS 
TAKEN 
MOUNTED ON 
ADJUSTABLE 
ARM 


GEN Erotor 
BRUSHES 


f'G 2. 

ADJUSTMENT 
WITH THIRD 
BRUSH UNDER 
COM M UTATOR 
TTPE 70 GENES?aW 



TO OfCffCASf 
CHARGING RATE 
SET 8f?U5H HOLDING 
plate to limit 
or slotted 

MOLES IN THE 
DIRECT/ON SHOWN 
or ARROW. 


ON MOTOR CENEWOffS WHERE DOWEL PINS 
hLVE BEEN USED AT THIS POINT 
SAME SHOULD et ENTIRELY 
fTEMGVED 


LOOSEN THESE SCREWS 


AND SET PLATE TO EXTREME 
LIMIT AS SHOWN ON CUT 

























































































406 


DYKE’S INSTRUCTION NUMBER TWENTY-NINE. 


Testing for Dirty or Rough 

Fig. 1. Connect voltmeter terminals, 0 to 30 volts 
as shown. (The construction of this Weston volt¬ 
meter is shown on page 414). 



The positive (-f-) terminal of voltmeter is connected 
to the positive ( + ) wire of the generator. The 
other terminal from voltmeter which has a test 
point (TP) at its end, makes contact with the 
frame of generator at Y (this being a grounded or 
return wire system). 

Then speed engine up to a speed corresponding to a 
car speed of 10 to 15 miles per hour. The volt¬ 
meter should show slightly over 6 volts and the cut 
out (Y) should be closed, showing “charge” on the 
dash ammeter or indicator. 

If voltmeter does not show slightly more than 6 
volts, this indicates a dirty or rough commutator, 
or else an open circuit in the shunt field. Press 
down lightly on the brushes while the generator is 
running, and if this causes the voltmeter to indi¬ 
cate and the cut-out to close, the trouble is due to 
bad brush contact, which can be remedied as just 
mentioned. 

If voltmeter cannot be made to indicate and the cut¬ 
out point (V) to close, by cleaning the commutator 
and pressing on the brushes, the trouble is probably 
an open circuit in the shunt field winding, which 
will have to be repaired locally or sent to the fac¬ 
tory. 

If the voltmeter does show 6 volts or more, by 
pressing down on the brushes, or by cleaning the 
commutator and brushes, but the cut-out will not 
close, it means that the cut-out is not in proper 
adjustment, and a new one should be provided if 
it is defective internally. The trouble may be due 
to loose connections on the cut-out, or disarrange¬ 
ment of the contact-points on V, which can be ex¬ 
amined and tested per page 410 and 409. 

To Clean Commutator. 

See page 404, fig. 5 and also page 409. 

If commutator is too rough to smoothe down with 
sandpaper, then it should be dressed down on the 


Commutator with Voltmeter. 

lathe and probabilities are the mica is protruding 
which can be remedied as explained on pages 404 
and 409. 

To Clean The Brushes. 

It is not necessary to remove them from the holders. 
Lift tho brushes and wipe off the surface with a 
piece of cloth dampened with gasoline. 

If the brush surface is apparently rough then use 
sandpaper to fit them to commutator, per fig. 5, 
page 404. 

No lubricant is to be used, as the brushes are 
usually self-lubricating. Application of vaseline or 
grease is harmful, as all forms of grease possess 
insulating qualities to a greater or less extent. 

Test For Grounded Brush Holders. 

Fig. 3: Use the 0 to 30 volt scale of voltmeter. 
Connect as shown and place one test point (TP) on 
armature shaft and the other on brush holder. If 
an indication is obtained, the brush holder is 
grounded. 

Test For Grounded Armature and 
Field Coil. 

Fig. 3A, grounded armature: Use the 0 to 30 volt 
scale of voltmeter. Connect as shown. One test 

point (TP) connects with each 
commutator segment, the other 
with shaft of armature. If an 
indication is shown, there is a 
ground between the coil con¬ 
nected with that commutator 
segment* and the armature core. 
The cause of the ground is 
very likely due to damaged in¬ 
sulation on the wires. The 
armature should be examined 
carefully. A grounded arma¬ 
ture coil will result in a re¬ 
duced output. 

A grounded field can be tested 
by transferring the connection 
from the commutator segment 
to one end of the field winding. 
If a deflection of needle is 
obtained the field is grounded. 
Be sure the ends of field coil 
are not touching the frame of 
generator or motor—see also 
pages 416 and 403. 

To test for an open circuit in field winding, see page 

416 and 403. 




Tests at Battery Terminals for Grounds and Short-Circuits in Different 

Parts of the Electric System 

(a) Disconnect wire at generator and starter. (g) 


(b) Disconnect one terminal of battery—fig. 5. 

(c) Connect these wires (which are disconnected) 
to one terminal of ammeter, using the 0 to 
300 shunt (see page 414). 

(d) Connect a piece of wire to the other terminal 
of ammeter and hold this wire (A) in the 
hand, ready to touch the battery terminal (B). 

(e) Disconnect starter and generator, open all 
lighting switches and ignition switch. Touch 
ammeter wire A, to battery terminal B. If 
ammeter registers any current, no matter how 
small—a ground in wiring system of car is in¬ 
dicated, somewhere between battery, generator 
or starter. If ammeter shows a heavy dis¬ 
charge—a severe short circuit is indicated. 

(f) Reconnect wire at generator and touch wire A 
to battery terminal B. If ammeter indicates 
current—very likely due to cut-out points be¬ 
ing stuck. 


Disconnect generator again, and remove all 
lamps from sockets, then turn on each lighting 
circuit separately and note indication of am¬ 
meter after touching A to B. If ammeter reg¬ 
isters current when either switch is turned on— 
there is a short-circuit or ground in that par¬ 
ticular circuit. 

(h) To test for short-circuit in starter. Replace 
wires to starting motor, turn on the ignition 
switch and press starting motor switch. See 
explanation under “test A2,” page 410. A 
short-circuited starting motor will be indicated 

by slow turn¬ 
ing and possibly 
smoke coming 
from the wind¬ 
ing. The bat¬ 
tery must be 
fully charged. 
Use only the 
300 ampere 
shunt on these 
tests—see page 
414. 



CHART NO. 189—Testing For Defective Commutator. Cleaning Commutator and Brushes. Tests 
at Battery Terminals for Short-Circuits. See also pages 416, 410, 411, 402 403 418. 

*The meter used in these examples is the Weston, page 414. 

























































407 


INSTRUCTION No. 29 . 

*CARE, ADJUSTMENTS AND TESTS OF ELECTRIC 
STARTING, GENERATING AND LIGHTING SYS¬ 
TEMS: Care of Starting Motor. Locating Starting Motor 
Troubles. Care of Generator; cleaning and adjusting com¬ 
mutators, brushes; armature troubles, etc. Testing Armature 
and Field Windings; short circuits and open circuits. Miscel¬ 
laneous Troubles and Tests. Ammeter and Voltmeter; how 
to read and test with. Shunts, etc. Electrical Testing Outfits. 
A Digest of Lighting Troubles, etc. 


Care of the Starting Motor. 


The starting motor. Any trouble develop¬ 
ing in starting motors, such as grounds, 
short circuits, brush and commutator 
troubles, will be taken up in detail under 
care of lighting and generator systems, and 
apply here. 

The starting motor, is used very little in 
comparison to the generator, therefore it 
does not require the attention which the gen¬ 
erator does, if it is a separate unit. 

Oiling: Each of the oil cups should be 
given three or four drops of oil about once 
every two weeks. Use best machine oil. 

The gear case of a geared motor (if gear 
case is an integral part), should be filled 
with a good quality of heavy oil; always 
first, drain old oil, and don ’t use more oil 
than called for. 

Commutator: Keep commutator free 

from dirt cleaning when dirty, with a cloth 
(not waste). When commutator and brush¬ 
es are in good condition it will show a 


glaze and commutator will be chocolate 
brown in color. If rough, smooth up with 
fine sandpaper as per chart 18 8K and 189, 
don’t use emery paper and note in using 
sandpaper, strip must be width of commu¬ 
tator and must be held down as far around 
commutator as possible. Be sure and re¬ 
move all grit and dirt, see chart 189. 

**The brushes should not be disturbed until 
you are sure trouble exist in them. If worn, 
get a new set. Keep the brushes in per¬ 
fect contact with commutator. One of the 
greatest troubles with brushes is poor brush 
contact with commutator, on account of in¬ 
sufficient spring tenoion. Clean all dust 
from brush holder case with compressed 
air. See page 404, 406, 408. 

-{-Starting switch: for flywheel application, 
the moving contacts should touch both sta¬ 
tionary contacts during the first part of the 
motion. The adjustments of switch should 
be carefully investigated if the motor gives 
trouble. See pages 326 and 331. 


Locating Starting Motor Troubles. —See also, page 577. 


Only when you have made sure that the 
wiring is in perfect condition and that 
everything is connected up according to 
the wiring diagram should trouble be 
looked for in the electrical instruments 
themselves. 

Surprisingly few troubles have been ex¬ 
perienced with starting systems and of 
the troubles that have occurred, by far the 
greater part have not been due to the 
electric starting system, but to the car- 
buretion or ignition, as failure of gasoline, 
carbonized spark plugs, etc. Therefore, first 
see if the ignition and carburetion are o. k. 

If the starting motor fails to start when 
starting pedal is pressed down as far as it 
will go, test out the trouble as follows: 

(a) Battery weak or discharged. Test 
battery with hydrometer or throw on 
lights (starting switch off) and note if 
dim—if so, battery is weak. If lights are 
bright then the probabilities are, the bat¬ 
tery is o. k. also see chart 190, showing 
how the volt-meter is used to detect the 
cause or failure of starting motor. 


(b) Look for an open circuit (broken 
wire) or loose connection in the wire from 
battery to starting switch, from switch 
to starting motor, from motor to ground, 
from ground to battery. 

(c) See that the brushes and commuta¬ 
tor are in good condition, and not sticky 
with oil and brush sets firmly on commuta¬ 
tor. (see also page 331). 

If motor with flywheel application: 

(d) Press the pedal slowly so as to close 
the contacts, then motor should turn if 
battery, motor, and all connections are all 
right. See page 326. 

(e) Examine the switch lever and switch 
adjustments and see. that they have not 
worked loose in such a way that the switch 
does not close. 

If sometimes the gears mesh and the 
motor runs satisfactory, and at other times 
it is impossible to mesh the gears, the motor 
refusing to turn when the contacts are 
closed, it indicates the possibility of an 
open circuit in switch or starting motor. 


★ This instruction applies to all systems in general. The Delco tests (Instruction 28-0), will also 
apply to some of the different systems. See also, pages 429, iM. 

• ♦Owing to the hi°-h volume of current carried through starting motor brashes, if worn or not prop¬ 
erly adjusted the commutator may become pitted and cause excessive wear—result failure of 
startin'* motor to operate properly or excessive sparking and weak motor. Remedy; take armature 
out and true up commutator on lathe (see page 404. See pages 325, 408 and 405, about kind of 
brushes used on starting motor and generator). tSee page 408. 


408 


DYKE’S INSTRUCTION NUMBER TWENTY-NINE. 


If engine does not pick up immediately 
after two or three trials though motor turns 
the engine over, the trouble is in: Either 
the gasoline supply; the spark plugs; the 
carburetor; or the ignition system. 

If starting motor continues to run after 
the switch lever is released, see that the 
return spring on the switch or switch lever, 
is strong enough .to return the parts posi¬ 
tively and fully to the “off” position. 

Failure of engine to start when starting 
motor is working satisfactory. This may 
be due to failure of gasoline or spark; test 
out as follows: 


(a) —Ignition switch, examine to see if “on.” 

(b) —See that there is gasoline in the carbure¬ 
tor. If there is not, the gasoline may be used 
up, it may not be turned on, or the gasoline feed 
pipe or valve may be stopped up. If the system 
involves gravity feed, the gasoline may not flow 
into the carburetor on steep hills. 

(c) —If there is gasoline in the carburetor, take 
out one of the spark plugs and lay it on the en¬ 
gine with the sparking point in the air while the 
engine is turned over by hand or by the starting 
motor. Also examine the spark plug points— 
they may be too far apart. \{i4 to ^2 of an inch 
apart is about right. If a spark passes, the 
trouble is not in the electric system, but probably 
due to cold gasoline or need of priming. 

If there is no spark, then see “Digest of 
troubles” and Index, and follow the diagnosis. 


Summary of Starting Troubles.—See also, page 577. 


Starting motor cranks engine very slow.— 
Battery almost discharged. JBattery sul- 
phated. Engine stiff. Brushes loose and 


terminals may be sulphated, in which case 
enough resistance will be offered to the 
current to prevent proper operation. 


poor contact. 

Starting motor does not rotate at all.— 

Battery may be discharged. Starting 

switch not making good contact. Motor 

brush may not make contact with commu¬ 
tator. Battery terminals may not make 

good contact. Switch contact poor. 

Starting motor rotates but does not crank 
engine.—Roller clutch does not work prop¬ 
erly. Gears not properly meshed. If Ben- 
dix automatic; spring broke. See page 331. 

Starting motor cranks engine a few revo¬ 
lutions and then stops.—Battery weak— 
almost discharged. Loose switch contact. 

Engine stiff. 

Starting motor cranks engine and will 
not pick up under its own power.—These 
symptoms indicate that trouble is not in 
the starting system. If Bendix starter; 
gear on threaded shaft stuck or spring 
broke. 

*A weak starting motor is sometimes 
caused by using carbon brushes instead of 
metal composition brushes. The latter have 
3 to 4 times the conductivity, and for this 
reason their replacement by cheap carbon 
will not allow sufficient current to pass. 

**If the battery is all right proceed to ex¬ 
amine the connections, beginning with the 
battery. The current may be shorted, due 
to electrolyte spilled over the top of it; or 


Scrape off the sulphate, wash surrounding 
metal parts in carbonate of soda or some 
other alkali. 

Clean battery terminals inside with round 
file, clean wire terminal with flat file—re¬ 
place -wire and draw connections tight. 

Next examine the ground connection of 
battery to frame—this should be cleaned 
and tightened if not soldered. Looseness 
here is frequent cause of open circuit. Then 
examine connections from battery to start¬ 
ing motor switch, thence brushes to commu- 
• tator. 


Starting Motor 


Watch the Starting Motor Wire. 

Fuses, which will mell 
*' on a dead short circuit 

and open the circuit, are 
usually provided on all 
parts of the electric sys¬ 
tem, except from the 
battery to starting 
motor. The current 
here is too great for 
a fuse. Therefore it 
is plain to see that if 
the insulated cable 
(I), should become 
frayed and touch the 
frame or any metal 
part of car, a dead 
short circuit would result—and if left shorted for 
several hours, the plates would likely become 
buckled inside of battery and touch each other 
and cause an internal short circuit which could 
not be repaired. A battery is on practically a 
dead short circuit each time engine is started, but 
only for a moment. 



Care of the Generator. 


Care of the generator is next in impor¬ 
tance and should be given more frequent 
attention than the starting motor. 


holder, poor fit to commutator surface and 
over-heating holders. When grounded, it is 
due to defective insulation or dust deposit. 


-{-Brushes. 

Brush care—Once or twice a season the 
flat coiled springs holding the brushes 
against the commutator should be raised 
and the brushes examined, to see that they 
operate freely in their holders. Oil or dirt 
should be removed with a stiff bristle brush 
and gasoline. 

Faults in brushes and brush holders can 
be classified into five divisons namely; 

grounded, poor spring tension, sticking in 


When spring tension fails, the brushes are 
worn too short, the tension is not adjusted 
or has been thrown out, due to heat, or the 
springs themselevs may be broken. When 
the brushes stick, it may be due to binding 
or from dirt and grease. A little gasoline 
may tend to loosen same. When the brushes 
do not fit the brush holders it is a matter of 
manufacture. Overheating of brush holders, 
is caused by the sparking due to ill fitting 
brushes or no brush lead connection and 
lack of sufficient pressure on brush. 


*See page 400, next to lower right paragraph. **See also, pages 422, 454, 457, 458, 416, 410, 429, 737 
tBrushes for generators are usually made of carbon, because it is often necessary to have a brus 
with a high contact drop, (meaning slight loss of voltage between brush and commutator becaua 
of contact resistance). See also, paragraph 5, page 404, about relation of the carbon brush and mici 


The starting motor brush is usually made of wire gauze, or composition, see page 405. 

+ Often times a battery will show 1.275 on a hydrometer test—yet fail in current supply immediately 
after use; due to plates being sulphated. Test each cell with voltmeter and if test shows any of 
the cells below the others (see page 410), then test that cell with a “Cadmium Test” (pace 864D1 
as plates are likely sulphated. ” 










CARE, ADJUSTMENTS AND TESTS OF ELECTRIC SYSTEMS. 409 


Sparking at the brushes. If there is any 
sparking, or if the commutator becomes 
dull, you may be perfectly sure that either 
the brush holder springs are too loose, or 
there is excessive vibration, which may be 
due to a bent shaft, an unbalanced gear 
pinion, or defective mounting. Brushes 
should be kept in perfect contact with com¬ 
mutator, and it is advisable to use only the 
kind recommended by the manufacturer. 

It may be found that where the genera¬ 
tor is also used as a starting motor, spark¬ 
ing will in time develop at the commuta¬ 
tor. This is due to the arcing of the heavy 
starting current at the trailing edges of the 
brushes, and the trouble may be eliminated 
by filing down their contact surfaces. 

Carbon dust (providing carbon brushes are 
used) may be worn from brushes by com¬ 
mutator, and deposited in lower part of 
generator—this ought to be blown out with 
air, otherwise it might cause a ground. 

**Commutator. 

Commutator troubles can be divided into 
two heads. First, those due to defective 
manufacture and those due to surface wear 
or deterioration in service. 

*Fig. 2.—The com¬ 
mutator is smoothed 
with a block of wood 
around which is wrap¬ 
ped a piece of sand¬ 
paper. (see also page 
404.) 

Sometimes this work 
may be done with the 
armature in place, but 
more often it must be 
removed. 

Defective commutators may be grounded, 
have a short-circuit between their segments 
or have loose segments and are generally 
denoted by sparking at the brushes. 


Those that have deteriorated in service 
show a rough or blackened surface due to the 
following causes: sparking from worn or 
short brushes, sparking on account of high 
mica, cheap brushes, oil collection on com¬ 
mutator surface, loose copper segments, poor 
contact between brushes and commutator, 
(generally due to sticking holders) or poor 
contact, due to weak brush spring pressure. 

•{•Commutators should be kept smooth. If 
blackened or rough they can be dressed with 
fine sandpaper, while armature is rotating, 
(see fig. 5, page 404 and page 406.) 

Never use emery cloth. After smoothing 
down examine and see if particles of metal 
bridge across the copper segments. 

**High Mica. 

Mica between commutator segments should 
not protrude, (see fig. 3, page 404); this can 
be dressed down on the lathe, per fig. 4, page 
404, or in some instances filed down by using 
a very fine cut file, but care must be taken 
that no small particles of copper are left 
bridging across segments. A knife edge file 
can be used to cut between segments to get 
effect shown in upper illustration “after,” 
fig. 4, page 404. This work must be done by 
removing armature and preferably on a lathe. 

Commutator greasy—wipe with dry cloth, 
not waste, remove grease (chart 189). 

Submerged Motor-Generator. 

The generator must he kept free from exces¬ 
sive moisture. Ordinary moisture will not affect 
it, but should not be allowed to become thoroughly 
wet, such as would be the case if the generator 
were to become submerged under water. This is 
likely to happen while fording a stream. If the 
generator is wet it should not be operated until 
it is thoroughly dried out, this can be done by 
removing from car and baked 24 hours in an 
oven, whose temperature shall not exceed 220° 
Fahrenheit. A higher temperature in the bak¬ 
ing oven would damage the insulation. 



^Generator Does Not Generate Full Output. 


Symptoms; if meter shows 9 to 15 am¬ 
peres (varies on different systems), at a 
speed of 18 or 20 m. p. h. then generator 
is probably giving its maximum output. If 
however, meter shows but 5 to 8 amperes at 
same speed then it is not giving its output. 

Cause; (1)—if a third brush is provided 
(page 405), the adjustment may not be cor¬ 
rect; (2)—ground in circuit; (3)—brushes 


grounded with brush holder and frame with 
carbon dust; (4)—brushes worn or not seat¬ 
ing; (5) commutator dirty or out of round; 
(6)—high mica (see pages 404 and 409). 

On many generators, as Autolite for in¬ 
stance as used on Chevrolet “490,” page 
364, there is no third brush or adjustment 
and failure of generator to generate full 
current is likely due to one of the above 
causes. See Overland ‘ ‘ Autolite ,’ 1 page 35 8. 


*Cut-Out or Relay. 


Failure of the cutout to operate may be 
due to several things. In the first place 



they should be adjusted and if the latter, 
they should be smoothed with a fine file and 
then adjusted. The spring which holds the 
cutout open may be weak or broken or the 
armature on cut-out may stick, due to worn 
or tight parts or dirt. Be sure points are 
smooth. 


& back kick will cause the points to close 
and stay closed and when ever this happens, 
no time should be lost in separating the 
points. This may be done by starting the 
engine again or by pulling them apart. 

There are several mechanical reasons why 
the cutout may fail to operate. The points 
may be too near together or too far apart; 
they may be rough or pitted. If the former, 


The cut-out armature may be drawn to 
magnet core, yet points may not make con¬ 
tact. See page 334 for principle. 

Electrical defects in the operation of the 
cut-out are confined to bad connections or 
grounds. These troubles are rare and should 
be quickly evident after an inspection. Fail¬ 
ure of the cutout armature to open when 
the engine is stopped would indicate trou- 


*o pe Paces 421 and 417. **See pages 404, 406. fSoinetimes brushes wear down and brush holder cuts 
commutator. In this «se. armature meat be removed and trued up on a lathe-see «*. 4. page 404. 
±Usually due to improper brush adjustment it "3rd brush" constant current system ot rcgulat.on. 
If a constant voltage regulation system, sec pages 44o, 9-o. 








410 


DYKE’S INSTRUCTION NUMBER TWENTY-NINE. 


Dash Ammeter or Indicator Motor Switch 



The idea of this combination electric system is to 
show where and how a volt-meter and ampere-meter 
can be used on the average electric system. It is 
understood that the battery is a 6 volt 3-cell bat¬ 
tery and also that the only instrument which is a 
regular equipment is the “dash ammeter’’—or 
which could be an “indicator.’’ The other instru¬ 
ments VI, V2, V3, Al, A2, are testing instruments, 
as will be explained. 


An Indicator. 

Is now seldom used but will be found on some cars. 
It is placed on the dash. When generator is 
charging battery it shows “charge” as per illustra¬ 
tion to the left. When battery is 
disconnected from generator at 
cut-out (V), it shows “discharge” 
if lights are on and engine run¬ 
ning below speed where cut-out 
operates. If lights are off, igni¬ 
tion off and generator off, it will 
show “off.” 



The Dash Ammeter. 

Is in general use and instead of showing the word 
“off,” “charge” and “discharge,” a scale is used 
per fig. 1 above, and fig. 8, page 415. 

Note. On some of the dash ammeters the “charge” 
is on the left side, or reversed, for instance, see 
fig. 9, page 378. 

Meaning of zero center: Note the “0” is in the 
center and when no current is flowing the needle 
will remain at 0 or zero. The needle can read up 
to 30 amperes on the “charge” side, to the right, 
or 30 ampers on the “discharge” side, to the left 
and is termed a “30-0-30” scale. 

If generator is running sufficient speed to charge 
battery, then cut-out point Y will close and connect 
generator with battery and charge battery, at which 
time needle will move to the right or “charge” side 
of 0—if connected correctly. 

If engine slows down, and cut-out V opens, then 
battery is disconnected from generator, and as igni¬ 
tion is being consumed from battery the needle will 
move slightly on the left of 0, or “discharge” side 
of zero—as the battery would be discharging instead 
of taking a charge. If lights were on, then the 
needle would go further on the discharge side, as 
more current will be discharging from battery. 

The above clearly shows that needle moves one di¬ 
rection when current is flowing from positive con¬ 
nection (+) of generator—to (-f-) of meter—to 
(-}-) of battery, but needle operates in opposite 
direction, when current is flowing back from bat¬ 
tery to meter—as you will note connection is with 
negative side (—) of meter in this instance—hence 
reason for zero (0) in the center on the dash am¬ 
meter. 


Voltmeter Tests. 

The voltmeter is always placed across the line and 
shows the voltage or pressure of a circuit. The in¬ 
strument used is the Weston, per page 414—which 
read carefully. 

Test VI: To test voltage of generator: Use the 

0 to 30 connections and scale. The maximum 
voltage will be indicated when generator is operat¬ 


ing at 7 to 10 miles per hour car speed. The cut¬ 
out (V) should close and voltage going to generator 
should be slightly over voltage of battery, in order 
that it may force current into battery. 

If voltage is lower, or no indication at all, then 
commutator may be dirty, brushes may not bear on 
generator commutator, or rough commutator, or 
grounded brushes, open circuit, or short-circuit or 
grounds in field or armature winding—see pages 
406, 404, 409, 402, 403. 

Test V2: To test voltage of battery when discharg¬ 
ing, with lights only, on, use the 0 to 30 volt con¬ 
nections and scale. The voltage, if charged, for a 
3 cell battery will be 6 to 6.3 volts or 2 to 2.1 per 
cell. If discharged, it will be 5.4 volts, or 1.7 volt* 
per cell. 

If tested when starter is on, a charged battery will 
drop to 5.4 or 1.7 volts per cell, but will regain its 
normal voltage after a short while. If it drops to 
5 volts or less, or 1.6 volts per cell—it is dis¬ 
charged, or if fully charged and drops this low, 
then, plates are sulphated or an internal short-cir¬ 
cuit. See also page 416 and index for “cadmium 
tests.” 

Test V3: To test voltage which reaches starting 
motor from battery, to see if considerable drop, 
test with engine idle but starter switch closed for 
an instant. If drop is considerable there may be 
poor connection at battery terminals or ground con¬ 
nection—if a grounded system. 


Ammeter Tests. 

Ampere tests are to ascertain the quantity of cur¬ 
rent flowing. A “shunt” must be used—see page 
414. Connect the shunt in the circuit as shown at 
tests Al and A2, being sure positive ( + ) wire of 
circuit is connected to (+) connection of meter, 
and the negative (—) w r ire of circuit to .1 binding 
post of meter—see’page 414. 

Test Al: To test accuracy of dash ammeter; use 

the 30 ampere shunt and connect as shown. Speed 
engine up and note if the reading is the same on 
the dash ammeter as on the testing instrument—see 
also page 398. 

Test Al: To test cut-out: Use 0 to 30 shunt and 
scale. At a car speed of 7 to 10 miles per hour, 
cut-out (V) should close and at 15 or 20 miles car 
speed generator should be charging battery at 10 to 
20 amperes—if lights are off—(varies on different 
systems). If it shows less than 10 amperes the 
“regulator” or “third-brush” should be regulated 
to bring the current up to at least 10 amperes, 15 
amperes being the average. 

Throttle engine slowly and note needle will drop 
back towards zero and note when it reaches zero 
if cut-out (Y) opens and at what car speed. See 
page 417 for trouble indications told by ammeter. 
Test A2: To test amperage required by starting 
motor: Use the 300 ampere shunt and connect as 
shown. Test with engine idle. It is assumed that 
battery shows 1,275 to 1,300 hydrometer test, and 
is supposed to be charged. Average starting mo¬ 
tor requires 130 to 150 amperes. If it shows 220 
to 225 or more amperes, engine is stiff, short-cir¬ 
cuit in motor or brush holders—or may be the 
starter mechanism is out of order. See also pages 
416, 406 and index for “cadmium tests.” 


CHART NO. 189A—How the Volt and Ammeter are connected to the Electric System of a car for 
Various Tests. How to Test the Accuracy of the Dash Ammeter or Indicator. 


See also pages 414, 416, 402, 406. See pages 334, 342, 344 for principle of cut out and regulation. 




































































CARE, ADJUSTMENTS AND TESTS OF ELECTRIC SYSTEMS. 411 


ble in the series coil, while failure to close 
might be caused by a defect in either series 
or shunt coil. 

t+To determine whether the cutout is work- 
ing properly the car should be driven on 
high gear at speeds varying from 6 to 15 
miles per hour and the speed at which the 
cutout operates should be noted. The cor¬ 


rect speed can usually be found from the 
makers instruction book. 

Circuits. 

See that all circuits between dynamo and 
battery are intact and all binding posts and 
contacts tight and remember that a complete 
circuit is necessary in order that the elec¬ 
tric current may do its work. 


* Ad justing Silent Chain. 



FIG. 1 


Instructions for replacing the 
starter and generator chain on 
the North East starter-genera¬ 
tor as used on the Dodge car 
is shown in figs. 
1 and 2 as an 
example. 




First:—P ass 
short piece of 
wire through 
end of chain 
and bend into 
form of staple. 

Second:— Start 
chain on lower 
side of sprocket (S). Hook 
wire (W) through sprocket 
to keep chain in mesh and 
turn engine with starting 
crank unit until end of chain appears at top of 
sprocket. Remove wire from sprocket, hold end 


of chain and continue to turn engine until chain 
is in position for applying master link. 

Chain driven starting motors and genera¬ 
tors should have the chain kept lubricated 
and adjusted, but never adjust chain too 
tight. 

The silent chain which drives the genera¬ 
tor should have frequent and thorough lu¬ 
brication. Ordinary lubricating oil will do 
for this purpose and as soon as the oil has 
penetrated to all the joints the outside of 
the chain should be wiped clean so that a 
minimum of dust will adhere. 

The chain may be tightened by loosening 
the two screws which hold the generator on 
its bracket and moving the generator over 
the required distance by means of the ad¬ 
justing screw on the side next the engine. 


Locating Generator Troubles.—See also, page 577. 


Under the heading of “care qf the gen¬ 
erator” the subject of commutators and 
brushes was treated. This is usually the 
first place to look for generator troubles. 
Other troubles are: 

Armature Troubles. 

Armature windings may be burned out 
or grounded. When burnt out the trouble 
may be due to a current overload, due to 
improper regulation, a soaked winding or 
a steady and prolonged return flow from the 
battery, due to failure of the circuit breaker 
contact points to open. A grounded arma¬ 
ture winding is due to defective insulation. 

**Locating Armature Troubles. 

Armature troubles are sometimes found 
in the attaching leads at the commutator 
segments. The solder attaching same, may 
be thrown off in revolving. This can be 
soldered back to the segment by an elec¬ 
trician. 

Dim lamps, low voltage and undercharged 
battery might be the result of armature 
trouble. One of the armature coils might 
be short-circuited, burned out or a connec¬ 
tion might be loose or broken. 

Any defect in the armature will be indi¬ 
cated by an uneven torque. In the case 
of the generator this may be very easily 
tested by disconnecting the driving me¬ 
chanism, holding the cutout points closed 
and allowing the generator to operate as a 
motor. 

If everything is all right the armature 
will rotate evenly and in the same direc¬ 
tion as when it operates as a generator. 


Whether the torque is even or not may be 
determined by holding the end of the ar¬ 
mature shaft in the hand, and noting 
whether the pull is steady. An uneven pull 
means that one or more of the coils is not 
working; it is just like an engine with a 
missing cylinder. 

If an armature coil is burned out or there 
is a broken connection the armature will 
invariably stop at a certain point; if this 
is the case, the commutator segments be¬ 
tween the two ends of the coil will also 
be burned. Sometimes the broken connec¬ 
tion occurs at the junction between commu¬ 
tator bar and the coil in which case the 
remedy is to resolder. All other armature 
defects should be left for the factory to 
remedy. 

Another way to test for defective arma¬ 
ture coils is to disconnect the field and then 
connect the ends of the lamp test wires to 
the brush holders. If the armature is 
perfect the lamp should stay lighted dur¬ 
ing a full rotation of the armature, but if 
there is a broken connection or defective 
coil it will go out when this is reached. 

No current in the generator may be due 
to a broken connection, short circuit 
or broken driving mechanism. The last 
trouble should be looked for first, and sim¬ 
ply means that the generator driving shaft 
should be tested to determine whether it 
is solidly connected to the engine or not. 
It is possible that one of the driving keys 
has sheared off or that the driving gear, 
chain or belt, as the case may be, has 
failed, (see page 402.) 


*See pages 733, 369, 113, 729 for “silent chains.” tSee instruction 32A, for storage battery troubles. 
**See pages 402, 406, 416 and 864C. 

tfWard-Leonard Co. state that the only way the cut-out manufactured by them could give trouble, 
would be due to an open circuit in armature of generator, or open lead wire between battery and 
generator, or else the connections at battery be reversed, (see pages 342, 344 for Ward-Leonard.) 














412 


DYKE’S INSTRUCTION NUMBER TWENTY-NINE. 


A broken connection at one of the brushes 
would prevent delivery of current by the 
generator. Likewise a dead short circuit in 
the generator would cause the same trouble. 

Armature tests for ground, etc. are treated 
further on—see pages 402, 403, 406, 410. 

A grounded generator can be caused by 
an accumulation of dust w r orn from the 
brushes or a defective insulation of the 
armature or field coils. 

Weak field magnets will vary in cause, 
according to whether the magnets are per¬ 
manent or wound. In the permanent 
magnets the cause is generally due 
to exhaustion through long use, no keeper 
used when removing them or mag¬ 
nets reversed when reassembled. In wound 
magnets, shunt field coil or coils may be 


grounded, due to a water soaked generator 
or short-circuited through burning out, by 
running the generator with the battery dis¬ 
connected. They may also be oil-soaked. 

In the circuit-breaker or main contact, 
as it is often called, there may be a direct 
mechanical break, a burned out coil due to 
current overload or a ground due to de¬ 
fective insulation, a bad adjustment which 
does not allow the generator to cut in at 
all or if so at an improper speed or the 
contact points may be sticking. The latter 
is due to a mechanical break, disintegra¬ 
tion of weights w T here worn out or dirty 
contact points, reversed wires at the gen¬ 
erator terminal or a backfire of the engine. 

A short circuit in the circuit-breaker al¬ 
lows current to discharge battery through 
generator at less than charging speeds. 


♦Short-Circuits and Grounds. 


A short-circuit means that two conductors 
of current are in metallic contact w T hen they 
should not be. 

For example, on a two-w r ire system as per 
fig. 4, if one wire was “ grounded ’ } to frame 
of car at A and B, a short-circuit would be 
the result—as the path of the current would 
be shorted. 


A // 


frame of car., 




LIGHT? OUT 


On a single-wire system per 
fig. 2, w'e would have the same 
result; the frame of the car act¬ 
ing as the return wire. 

On a two-wire system, fig. 3, if 


wire was “grounded 

tftswllTOl curren t could still flow to the 


j } 



at A, the 


lamp—therefore this 
termed a ground. 


would be 


Therefore, the term short-circuit means 
that the wire is in metallic contact with its 
return circuit, w r hich could be another wire, 
or the frame of the car or any metal part of 
car, if the latter is in metallic contact with 
frame. 


A “dead short-circuit” is a term often 


used and applies to a short-circuit of such 
magnitude that the entire current carriod 
is fully short-circuited by making firm con¬ 
tact. For instance, refer to fig. 4, in this 
instance a dead short circuit exists at A and 
B—therefore the battery would be shorted 
and result would be that wire would prob¬ 
ably melt and lights would not burn at all. 
Therefore a fuse, if placed in circuit would 
protect the wiring and battery. 

A slight short-circuit is where the wires 
are not making full contact but enough to 
make slight contact. For instance two wares 
close to engine, not properly insulated may 
make a slight contact due to heat, through 
insulation and dim the lights, or frayed ends 
of wires at switch terminals may bridge 
across and short the connection from jolting 
of car and occasionally cause the lights to 
dim or go out. Oil soaked wires may be 
close together and also cause a slight short 
circuit and result in dim lights and. gradu¬ 
ally weaken battery. 

A ground means that the conductor or 
wire is in contact with metal part of car, 
as frame, engine, etc. It can be a bad 
ground where contact is firmly made or 
slight, where oil soaked or a damp wire, or 
poorly insulated wire is in contact with 
metal part of car, but not firmly as resist¬ 
ance of insulation prevents, but enough to 
cause leakage of current which will gradu¬ 
ally discharge battery, and in some cases 
may become entirely discharged in a very 
short while. 

This kind of a short circuit is first noticed 
when the starter seerns weak and the lights seem 
to grow dim at low car speed, and brighten up 
as the dynamo cuts in. 


Fuses. 


Purpose is to protect the circuit against 
short-circuits which would heat the wire and 
discharge battery. Instead of the wire 
heating and melting, the fuse would melt. 

Fuse wires are made in different diameters. 
It is made of lead alloy and will melt at a 
given temperature. If a lighting circuit re¬ 


quired 10 amperes of current, then a 15 am¬ 
pere fuse would be placed in the circuit. 
Therefore current up to 15 amperes could 
pass safely, but if more, which would nat¬ 
urally be the result if a short-circuit existed, 
the fuse would melt and open the circuit’ 
(see page 428.) 


See pages 441 and 207 for meaning of amperes, etc. (Illustration from Motor Age, by B. M. Ikert ) 
*See also, pages 406, 418, 403, 416, 429, 737. 

























CAKE, ADJUSTMENTS AND TESTS OF ELECTRIC SYSTEMS. 413 


Indications of Grounds and 
Short Circuits. 

(1) Battery will become exhausted, re¬ 
gardless of the charging it receives. (2) 
Battery will run down (discharge) over 
night. (3) Lamps when turned on will 
burn dimly. (4) Ammeter pointer m-'y go 
to limit of “discharge ’’ scale. (5) Start¬ 
ing motor may act sluggishly, or not at all. 
(6) Fuses ‘blow” repeatedly. 

A short circuit in any lamp circuit will 
usually cause a fuse to “blow” or melt. If 
this occurs, it is evident that the wire lead¬ 
ing from the fuse is in contact with the 
“ground” or frame of car, or other metal, 
or that insulation has been injured and con¬ 
ductor is in contact with other metal, there¬ 
by grounding it to frame. The wire must 
be inspected along its entire length until 
trouble has been located and corrected. 

Wire having injured insulation should be 
wrapped with friction tape to prevent con¬ 
tact with frame or other conductive ma¬ 
terial. 

Some Causes of Grounds and 
Short Circuit. 

First of all, the ground may be in the 
battery itself, and may be caused by 
buckled plates or an accumulation of sedi¬ 
ment. The former trouble is usually the 
result of charging or discharging the bat¬ 
tery at too high a rate, and the latter is due 
to neglect to clean the sediment out before 
the chamber provided for its collection be¬ 
comes filled. This would be termed an “in¬ 
ternal” short-circuit. 

The next place to look for the “ground” 
in on the battery exterior. Spilled acid may 


cause a partial short circuit. The top of 
the battery should be wiped clean, treated 
with a solution of potash and then the metal 
parts should be covered with vaseline. 

If current is flowing into the external 
circuit, this fact may be determined by dis¬ 
connecting one of the battery wires and then 
touching it for an instant to the terminal 
it was just removed from. If any current is 
flowing a spark will be seen. If any con¬ 
siderable amount of electrical energy is 
being lost, this fact should also be indicated 
on the ammeter if one is fitted. 

The most likely place to look for trouble 
is in the cutout, as it may be closed. The 
failure of the cutout to open may be due to 
several things, taken up under the heading 
“Cutout or Belay.” 

As a precaution the starting switch should 
be examined, as it is possible that it did not 
release fully the last time it was used and 
that some current is short-circuited through 
it. 

Having gone through these preliminaries, 
the next step is to start from the battery and 
examine all the circuits, taking the main 
ones first. Disconnect the main feed wires 
where they enter the junction box or bat¬ 
tery, and note whether the ammeter goes 
back to zero. If it does there is a ground 
between this point and the battery. 

Put these wires back and then disconnect 
all other wires from the junction box. If 
current is still flowing the trouble is in the 
junction box, but if not it must be in one 
of the circuits running from this point. If 
this is so, then remove wires and test each 
separately. 


♦Testing for Grounds and Short Circuits. 



First be sure a ground or short circuit ex¬ 
ists. This test can be made several ways. 
**The amperemeter will indicate same by 
showing “discharge,” but if there is no am¬ 
peremeter on the car, then open all switches, 

disconnect one ter¬ 
minal of battery 
(usually a lead 
Tug), strike the 
connection lightly 
against battery 
terminal in quick 
succession. If a 
Fig. 6. Testing for grounds, spark occurs, even 

though very slight, it indicates a “ground” 
or ‘ ‘ short circuit” (see page 406, 403, 418). 

The next procedure is to find the ground 
or short circuit. 


$tg. bat 

TESTING rOR CROUNO 
-WiTH 5TORACC kJATTERV 
TfcRKUNAtS 


(1) Examine first, the battery wiring. 
Examine carefully all of the conductor wires 
connected at one end of the battery term¬ 
inals and at the other end to the bus bars 
of the lighting switch. Make certain that 


the insulation is perfect, and that no sharp 
metal corners or edges cut through. Also 
that no frayed wires are bridging across at 
the bus bar. In the same manner examine 
carefully the wiring from the battery to 
the starting motor and starting switch. If 
battery has been discharged, have it re¬ 
charged. See also page 241. 

(2) Examine lamp base and socket, quite 
often the slight short circuits are located 
at this point. One of the strands of wire 
where attached to small screw in lamp 
socket may be touching—examine lamp base. 
If not at this point the trouble may be 
found in the wiring where connected to 
lamps having worn. Electric light bulbs, 
if loose where the glass part is cemented 
to the metal base, will also cause a short 
circuit, as the “lead-in wires” are very 
close together, and jolting of the car will 
cause these leads to touch one another, this 
means a new bulb and perhaps a new fuse. 
Defective lamps should be discarded, before 
they cause trouble, see also page 4 03. 


*Also pages 402, 403, 406, 418, 416, 429, 737. 

**This instrument is usually referred to as an Ammeter—see pages 410, 414. 






414 


DYKE’S INSTRUCTION NUMBER TWENTY-NINE. 


A Combination Volt-Ammeter for Automobile Electric Tests. 


Instead of having a separate voltmeter and ammeter, 
it is possible to combine both in one instrument 
using the same scale. The Weston model 280, gar¬ 
age testing voltammeter will be used as an example. 

As a Voltmeter. 

When using instrument for volts: See fig. 1, and 
note terminals are marked .1. 3. 30, + . The posi 
tive or ( + ) terminal of instrument is always con¬ 
nected with the positive ( + ) wire of circuit being 
tested. When making connections where polarity 
is not known, the needle will deflect to the left if 
connected wrong—reverse connections. 

If voltage to be tested is known to be between 3 
and 30 volts, then connect the other or negative 

(—) wire to terminal 
marked 30 and use 
the scale 0 to 30, 
the divisions of 
scale being 0.5 volt 
for each line (the 
scale fig. 4, has 60 
divisions). 

If voltage is known 
to be between 1 to 
3 volts, connect neg¬ 
ative wire with ter¬ 
minals marked 3, and use scale 0 to 3, the divi¬ 
sions of scale being 0.05 volt for each line. 

If voltage is known to be less than 1 volt, connect 
negative wire with terminal marked .1, and use 
scale 0 to 3. 

When making voltage or ampere tests, the button 
(PB) fig. 1, is pressed for indication. 

The zero adjustment, fig. 2, is merely used to line 
up needle with zero or “O,” when starting to use 
instrument. 

A voltmeter is always connected across the line, as 
per figs. 1, VI and V2, page 410. It is used to in¬ 
dicate the voltage pressure of an electric circuit. 


As stated only a fraction of an ampere can pass 
through the meter, therefore, in order that 1/10, 
1/100, 1/1000 part of the total current shall pass 
through the meter, it is necessary that the resistance 
(R) of the shunt be such that 9/10, or 99/100, or 
999/1000 part of the total current will pass through 
the shunt—which is all figured out by the manu¬ 
facturers and it is only necessary to know the 
capacity of the shunt and connect as shown in fig. 

2 and then take the actual readings on the scale. 

A millivolt is 1/1000 part of a volt. The connec¬ 
tion .1 on meter is often referred to as the 100 
millivolt terminal, which is 1/10 of a volt. This 
however, refers to the millivolt drop in the shunt, 
which is figured out by the manufacturer and is of 
no interest with automobile work. 

Capacity of Shunt to Use and 
Range of Scale. 

Shunts to use with this instrument: There are three 
external shunts as follows: 

300 ampere with which use the scale 0 to 300. 
Each division or mark on scale represents 5 am¬ 
peres. 

30 ampere, with which use the scale 0 to 30. Each 
division or mark represents 0.5 amperes. 

3 ampere, with which use the scale 0 to 3. Each 
division or mark represents 0.05 amperes. 

When testing where you do not know what the am¬ 
perage is likely to be, as testing for short circuits, 
it is advisable to assume that the highest possible 
amperage is to pass through meter, therefore use 
the 300 ampere shunt. If the deflection obtained 
is less than 30 amperes, then use the 30 ampere 
shunt and scale, to gain a more accurate reading. 
Should the indication now be less than 3 amperes, 
use the 3 ampere shunt. 



BM 


Eectric Sourc« 
Sen. or Battery 


*As an Ammeter. 

When using the instrument for measuring amperes, 
it is connected in series with the circuit and is in¬ 
tended to indicate the quantity of current flowing. 

It is important to 
note that a “shunt” 
must be used per 
fig. 2. The purpose 
of which is explain¬ 
ed further on. A 
shunt is not used 
with the voltage tests. 
Connections for measuring 
amperes: Always connect 

positive ( + ) wire of 
source, with ( + ) terminal 
on instrument. Note fig. 2, 
the source of electric cur¬ 
rent is the positive terminal of storage battery. 
Current then flows to shunt connection, thence to 
( + ) terminal of instrument, through instrument, 
out the .1 terminal on instrument, to other con¬ 
nection on shunt, thence to one side of light or 
starting motor, etc., through lamp or starter, back 
to negative (—) side of battery. See also page 
410. Only the (+) terminal and .1 terminal are 
used when instrument is being used as an ammeter. 



Shunts. 

A shunt is merely a choker or a form of resistance 
metal R, fig. 2A, which is “shunted” between the 

two terminals (-f- and 
.1) of meter per fig. 2. 
It must be used with all 
ampere tests. 

The reason a shunt must 
be used is due to the 
Fig. 2A. fact that it is not prac¬ 

tical to carry more than 
a fraction of an ampere through the moving coil K, 
fig. 4, of the meter. Where currents are small, the 
shunts are usually contained in the meter case, but 
for large current, external shunts are used so as 
to keep the heat developed in the shunts outside 
the meter and also for convenience, as the shunt 
can be located in the circuit wherever easiest and 
connected with meter by a small cable, thus saving 
running heavy wires to the instrument. 



The 3 ampere shunt and range is convenient for 
measuring single lights, and ignition. 

The 30 ampere shunt and range is convenient to 
measure current delivered by generator to battery 
per Al, fig. 1, page 410; for measuring current re¬ 
quired by the lights, horn, etc., and also for testing 
short-circuits and open circuits per page 402, 416. 

The 300 ampere shunt and range is convenient for 
measuring the current required by starting motor, 
per A2, fig. 1, page 410 also for testing for shorts. 


Internal Connections 

Of the Weston model 280 garage testing voltammeter 
is shown in fig. 4. Note when button PB is pressed 
Binding Posts the current 

flows through 
the moving 
coil, then 
through re¬ 
sistors. Re¬ 
sistance O is 
the adjusting 
resistor for 
the 100 milli¬ 
volt range; O 
and B are in 
series for the 
3 volt range 
and C, B and 
A in series 
for the 30 volt range. When used as an ammeter, the 
+ and 100 millivolt, or .1 binding posts, are con¬ 
nected to the terminals T on the shunt fig. 2A. The 
main current passes through the external shunt. 
When button PB is pressed only sufficient current 
passes through the instrument to cause it to prop¬ 
erly indicate. 



Ammeter Principle. 

The original “gravity” principle of an 
ammeter, which is now seldom used is 
shown in fig. 30. Note the “helix” 
draws the iron core into it, thus moving 
the needle. Greater the current, greater 
the draw. The modern principle is the 
Amperev “moving coil, permanent magnet” type, 

Fig. so P er fi g- 4 - 


Terminal 



CHART NO. 190—Description of the Volt-Ammeter. See also pages 416, 410, 402, 403, 406. 

Note—A. L. Dyke, Electric Dept., Granite Bldg.. St. Louis. Mo., is in position to supply electrical testing instru¬ 
ments. See advertisement in back of book. *For direct current reading only, see page 864H. 


































































CARE, ADJUSTMENTS AND TESTS OF ELECTRIC SYSTEMS. 415 


(3) Test each lamp circuit separate. 
With engine at a standstill, close the sev¬ 
eral switches to the lighting circuits one 
at a time and watch the ammeter needle 
closely as each switch is closed. If the 
needle swings to the ‘ ‘ discharge ’ ’ side of 
the instrument and holds there, a short cir¬ 
cuit exists somewhere in the circuit whose 
switch is closed. Try all circuits in this 
manner, one at a time. If the ammeter in¬ 
dicates only the proper amount of current 
consumption for the several lighting cir¬ 
cuits, as they are switched on, no further 
search for short circuits or grounds is neces¬ 


sary. However, if the ammeter needle 
swings against the side of the case as above, 
for one or more circuits, then you must pro¬ 
ceed until the trouble is located—see pages 
40G, 418, 403. 

If there is no ampere-meter on the dash 
to guide you, then it will be necessary to 
continue search until there is no spark at 
the battery terminal with switch open. If 
the trouble is found in poor insulation, 
then wrap the part with friction tape. 

Testing wires for short circuits, also see 
- pages 403, 406, 418, 410. 


*Open Circuits; Meaning of, and Indication. 


An open circuit is an incomplete circuit. 

Therefore, it does not offer a passage for 
current. 

Ammeter does not indicate either 
“charge” or “discharge.” Lamps do not 
light when turned on. 

Starting motor does not crank engine 
when starting pedal is pressed to the full 
limit of its travel. 

Open circuits, may frequently be located 

by examinations of all wires and terminals. 
Loose screws and nuts, poorly^ soldered and 
insecure wires, corroded connections and 
terminals are likely to be the cause of open 
ci-rcuit. Go over the wiring carefully be¬ 
fore making tests. 

Wire and terminals should make good 
contact. The parts making contact should 
be clean. Solder all wire connections and 
use common baking soda and water for 
cleaning battery terminals. 

If ammeter does not indicate “charge” 
when engine is speeded up, or does not indi¬ 
cate “discharge” with lamps turned on, 
engine at rest, an open circuit exists be¬ 
tween dynamo and battery. 

If any one lamp fails to light, it indi¬ 
cates open circuit in that line, “blown” 

fuses, broken lamp filament, or broken lamp 
wire may be responsible. 

If all lamps fail to light when engine and 
dynamo are speeded up, the open circuit is 


most likely located between battery and 
dynamo, or between dynamo and lighting 
switch. 

The “blowing” or melting of a fuse opens 
the circuit and disconnects from system the 
short-circuited wire which caused fuse to 
blow. 

In testing for open circuits the first thing 
to determine is, which one of the circuits is 
open; then see if connections are o. k. If 
so, then test the suspected wire and see if 
it is broken inside of its insulation by 
running another wire temporarily in its 
place and note if it remedies the trouble. 

An open circuit that happens often, and 
one that is difficult to find, is a broken wire 
inside of the insulation of the lighting 
wiring. The easiest way to find the break, 
is to connect both ends of the suspected 
wire to a dry cell and a bell, in such 
manner that the bell would ring if the wire 
isn’t broken. Then take piece of thin 
wire about 3 feet long and wrap each end 
of it around two ordinary pins with one 
pin in each hand, stick them through the in¬ 
sulation, when bell rings, the break is some¬ 
where between the pins. 

Testing current flow: Whether or not 
current is flowing in a given circuit may 
be determined by removing one of the wires 
forming the circuit, and then touching it 
to its terminal. If a spark occurs current 
is passing through the line—also see page 
418, 403, 410, 406. 


fPurpose: It is provided as a signal for 
the operator. In case current is not being 
generated, due to loose connections, broken 
wire or other causes, the operator is in¬ 
formed of this failure in time to have the 
trouble remedied before the battery is ex- 


**The Ampere Meter (also Ammeter). 


The ammeter is placed in series with the 

circuit, as shown on page 391, 410. It 
shows the amount or quantity of current, the 
lights, ignition, and horn use, and the 
amount of current the generator puts into 
the storage battery. 


hausted. 

(1) It indicates-when 
the dynamo charges 
battery, and at what 
rate. (2) It also in¬ 
dicates the rate of dis¬ 
charge from battery to 
lamps. It shows 
whether or not the 
system is working 
properly. (3) When 
battery is neither 
charging nor discharg¬ 
ing, the pointer should 
indicate “O.” 


It does not show the amount of current 
used by the starting motor, and should not 
be used thus, unless special shunt resistance 
is used in connection as explained on page 
410, and 414, 416. 

The ammeter needle indicates that bat¬ 
tery is being charged by generator when 
the needle is on the right side of (O.) The 
amount of charge in amperes is indicated 
on the dial by figures, fig. 8—see also page 
410. 



*See pages 416 and 418. tSee page 414 for principle of operation. 

**See uace 398 414 for construction of a volt-ammeter. Also note that on ammeter, fig. 

chargers on the left side. On page 378 (Delco Buick ammeter) the discharge is on the right 
side. This varies with different makes. 



416 


DYKE’S INSTRUCTION NUMBER TWENTY-NINE. 


Electrical Troubles: Indications, Causes and Volt-Ammeter Tests for Same. 


The electric system of a car consists principally 
of four units, per page 410 and as follows: 

(a) generator, including the regulator and cut-out. 

(b) battery. 

(c) starting motor, including starter switch. 

(d) wiring system. 

(a) Generator Troubles. 

Generator troubles are: 

(1) failure to generate current at all. 

(2) failure to generate sufficient current. 

Indication of (1) is: failure of dash ammeter to 
show charge. Cause; fuse blown; open circuit; 
short-circuits and grounds in the field or armature 
circuit of generator. Tests; see pages 410, 406, 
402, 403. 

Indication of (2) is: low reading on dash ammeter. 
Cause; brushes not set for proper current; regulator 
defective; dirty commutator, brushes not bearing 
on commutator; commutator worn; brushes ground¬ 
ed. Tests: see pages 406, 404, 410, 402, 403. 


Miscellaneous Tests. 

On page 414 a voltmeter is described which is 
used extensively by repairmen for electric tests 
as follows: 

Horn test, page 418. 

Cut-out and dash-ammeter, 410. 

Fuses, 428, 418. 

Generator and starting motor, 424. 

Grounded armature coil, 402, 406, 410. 
Short-circuited armature coil, 402, 406. 

Grounded field coil, 403, 406. 

Short-circuited field coil, 403, 406. 

Commutator troubles, 404, 406. 

Wiring system, grounded and shorted, 403, 406, 418. 
Starting motor shorted, 406, 410. 

Battery tests, 410, 406, 450; also page 864D, 

‘‘cadmium tests.” 


(b) .Battery Troubles. 

Battery troubles are: 

(1) failure of generator to charge battery. 

(2) battery will not hold charge. 

(3) battery voltage drops immediately after charg¬ 
ing. 

Indication of (1) is: ammeter does not show charge. 
Cause: may be due to generator, see ‘‘generator 
troubles;” may be due to cut-out not operating 
properly; may be due to open-circuit in the line. 
Tests: see pages 410, 406, 402, 403. 

Indications of (2) are: slow cranking of starting 
motor, dim lights when battery supplies current; 
missing of ignition. Cause: may not be getting 
sufficient charge from generator; may be running 
mostly at night with lights on; excessive current 
consumption of starting motor; internal short-circuit 
of battery cells; grounded wiring system. Tests; 
see pages 410, 422, 403, 406. 

Indication of (3) is: starting motor turns over very 
slowly and lights dim considerably. Cause: inter¬ 
nal short circuit of one or more cells; grounded 
starting motor switch. Tests: see page 410 for 
battery test, then see index for ‘‘Cadmium test” 
of battery cells. See also, pages 422, 458, 461. 
408, 456. 

(e) Starting Motor Troubles. 

Starting motor troubles are: 

(1) failure to operate. 

(2) operates slowly and not sufficient power to 
crank engine. 

Causes of (1): Battery weak, test per figs. 2 and 1; 
open or short circuits or grounds may exist in wir¬ 
ing from battery to starter switch (see page 408) ; 
sticking starting switch (common) ; mechanical 
trouble with starter mechanism. Test by examining 
each carefully. If none of these causes, then the 
trouble is an internal one of motor and may be 
due to open circuit in motor armature or field. Test 
per pages 402, 403, 406. Or may be due to dirty 
commutator; grounded brushes. Test per pages 
406, 404, 409. 

Causes of (2) are: battery discharged—test bat¬ 
tery; poor contact at battery terminal or ground 
wire from battery to frame; poor brush contact; 
dirty commutator. Test per pages 406, 410. 

(d) Wiring System Troubles. 

Wiring troubles are: 

(1) all lights out, none burn. 

(2) only one branch of lights burn. 

Cause of (1): Fuses blown; battery discharged or 
disconnected; poor connection at battery terminal or 
ground wire; open-circuit; short-circuit. Test bat¬ 
tery; examine connections—see page 406, 418, 403, 
419. 

Causes of (2): open-circuit; short-circuit or ground 
in this branch. Test per page 403, 406, 418. May 
be due to burned out lamp bulbs or poor contact at 
lamp sockets. See pages 419, 420, 424. 


Battery Tests. 


A battery is usually tested with a hydrometer, but 

sometimes it tests 1275 to 1300 which is supposed 

to be charged, yet 
fails to hold its 
charge. In this in¬ 
stance, use 30 volt 
connection on meter 
per figs. 2 and V2, 
page 410. Note what 
it should show in 
volts on page 410. 




If all cells do not 
come up to test, then 
test each cell of bat¬ 
tery separately when 
in order to find 
on normal discharge, 
which cell is defec¬ 
tive, per fig. 2. See 
page 410, showing 
what it should test, 
see also index for 
should show the same. 


To test current consumed by starting motor, see 
page 410. 


Field Coil Tests. 

Note illustrations figs. 3 and 4 and observe the dif¬ 
ference between a “ground” and a “short-circuit.” 

When testing field for a 
ground, be sure both field 
coil ends, E and EE are 
disconnected from all 
terminals. Use 30 volt 
connection as shown in 
fig. 3. Place one test- 
point on EE and other 
on frame at G, if de¬ 
flection is shown, the 
coil is grounded and a 
new one must be sup¬ 
plied. 

To test if open circuit, 

place one test-point on 
E and other on EE, if 
the voltage is the same 
as if the two test-points 
were placed together, 
then coil is o. k. If 
needle of meter does not, 
move, coil is open. 

On generators, there are usually two windings, a 
series and a shunt,*fig. 4. Disconnect both ends of 
both coils (SE, SH), and be sure the ends are not 
in contact with frame or metal parts. Use 30 volt 
connections on meter. Place one test point on one 
end of series (SE), other on shunt coil end (SH) ; 
if short-circuited, there will be a deflection of 
needle. If not shorted, there will be no deflection 
of needle. See also pages 403, 402. 




CHART NO. 191—Electrical Troubles and How To Test with Voltammeter—using meter explained 
on page 414. See also, pages 402, 406, 410, 429, 737, 577. 

Above are electrical troubles. Generators and starting motors may have mechanical troubles, such as loose pol« 

pieces, caused by screws on outside with counter sunk heads being loose; broken ball bearing; loose driving 
pinion; bent armature shaft (more common on starting motors); loose brush holders. See also, page 577. 





































































CARE, ADJUSTMENTS AND TESTS OF ELECTRIC SYSTEMS. 417 


Ammeter 

When generator is not charging battery, 
and if battery is being used for lights, 
ignition, or horn, the needle will be on the 
left side of (O) and amount of current 
being consumed, will be shown in figures 
on dial, (see fig. 8, page 415, 410.) 

If on connecting a meter the needle should 
go to the left, or discharge side, when en¬ 
gine is running at fairly good speed and 
generator was generating current, then it in¬ 
dicates that the terminals have been con¬ 
nected wrong — reverse the connections, 
(needle may also be bent). 

If needle is forced to the scale limit on 
discharge side, it indicates an overload or 
short circuit. 

When engine is running and lamps burn¬ 
ing and ammeter hand stands at zero, it 


Indications. 

indicates the generator is producing exactly 
the same amount of current that the lamps 
are consuming. 

When car is running 12 miles or more per 
hour, with lights off, ammeter should indi¬ 
cate ‘ 1 charge. ” 

Average Ammeter Readings. 

The following scale will give an average 
reading of an ammeter with lights off and 
on: 


Car Speed 


Lights 

Am. Readings. 

At rest 


Off 

Zero 

At rest 


On 

Discharge 5-7 amp. 

Below 6 or 8 

m.p.h. 

On 

Discharge 5-7 amp. 

Below 6 or 8 

m.p.h. 

Off 

Zero 

Above 10-12 

m.p.h. 

Off 

Charge 5 to 9 amp. 

Above 10-12 

m.p.h. 

On 

Charge % to 3 amp. 


These readings are based on lamp equipment of 
two 16 c. p. 7-volt headlights, and one 2 c. p. 
rear lamp. 


^Trouble Indications as Told by the 
Ammeter. 


In this instance we refer to the ammeter 
as usually attached to the dash board of a 
car (pages 415, 410, 406.) 

Ammeter troubles may be divided into 

two classes: those that manifest themselves 
when the engine is idle and those that only 
show when it is running. Both classes have 
two subdivisions, with lamps on and with 
lamps off. 

Remember that the ammeter should show 
“charge” at speeds above 8 or 10 miles 
per hour; and that when engine is at rest 
and lights turned off, needle should stand 
at “zero” and not show “discharge.” It 
■hows “discharge” when lights are on and 
engine idle or speed less than 8 miles. In 
other words battery is then discharging— 
see page 415. 

If ammeter shows “charge” instead of 
“discharge,” and shows “discharge” in¬ 
stead of “charge,” it indicates that the 
wires connected to the rear of ammeter 
should be reversed. 

t Ammeter shows “charge” at slow speeds 
and “discharge” at high speeds—or in other 
words opposite to what it should show; this 
indicates that battery terminals are reversed, 
because at low speeds battery is supplying 
current for ignition and should show a slight 
“discharge,” but as an ammeter hand oper¬ 
ates opposite to what it should, when con¬ 
nected wrong, it would show a slight 
“charge. ’ ’ 

When at nine miles speed or more, the 
generator should cut-in and charge battery 
and ammeter should show “charge,” but as 
terminals are reversed it would show “dis¬ 
charge.” 

If ammeter indicates zero when the dyna¬ 
mo should be charging battery, it shows that 
the circuit is open, or dynamo is at fault. 

Ammeter does not indicate “charge” 
when engine speeds up—but indicates “dis¬ 
charge” when lights are turned on, engine 


at rest.—Dynamo or regulator not working 
properly. Dynamo brushes do not slid* 
freely in holders. 

Ammeter does not indicate “charge” 
engine speeded up—and does not indicate 
“discharge” lights on, engine at rest.— 
Open or loose connection in the battery cir¬ 
cuit. Battery terminals loose. Dynamo 
terminals loose. Ammeter may be at fault. 

Ammeter indicates “discharge” lights 
turned off, engine at rest. —Ammeter pointer 
bent. Insulation on wires injured, permit¬ 
ting contact with frame, causing ground or 
short circuit. Cut-out points stuck. 

If the trouble seems to be in the amme¬ 
ter, it is well to place a test ammeter in 
circuit, to check the first instrument. If the 
instrument registers incorrectly it slould 
be returned to its makers for repair. 

Ammeter indicates “charge,” engine at 
rest. —Ammeter pointer bent. If current is 
flowing, meter or battery terminals con¬ 
nected wrong. 

**Ammeter “charge” indications below 
normal. —Dynamo output varies with con¬ 
dition of battery, (see also page 409.) 

Ammeter “discharge” indications above 
normal. —Lamp load excessive or old lamps. 
Wires grounded or shorted. 

Ammeter pointer jerks intermittently 
to “discharge,” limit of scale while engine 
is speeding up. —Short circuit in system. 

Fuses blow out repeatedly. —Heavy ground 
or short circuit or the fuse may be too 
small for the current required. 

If larger than standard bulbs or extra 
lamps are used “discharge” indication! 
will be higher. The generator may not be 
capable of charging battery sufficiently to 
overcome the excess load, especially if there 
is insufficient day driving or excessive us# 
of lamps at night, thereby permitting bat¬ 
tery to discharge more rapidly. 


tVarieg on different systems. On some systems the cut-out will vibrate rapidly and meter needle 
•wing back and forth—see also page 421. 

♦This applies as well to the indicator, which !■ in reality an ammeter. The instructions may vary 
for different systems. **For testing storage battery with a volt-meter, see page 416, 8C4D. 






418 


DYKE’S INSTRUCTION NUMBER TWENTY-NINE 


bAVONET SOCKLT6 


TLSTTtRMINALS 

/ \ 


CLIP TO HOLD 
3PARK PLUVi 

rrrrn ^ 


FU5LTLST 


<§>' 


SWITCH 


r “- 

!dl 


SAFETY 
y cap 


Lamp Sockets 

~v Test 

-Terminals 


Fuse 
Test 
4 



n 

u 




Switch 


W*- 


Push Button 

I 

n l • Safety 

5 ) Gap ... 

■y -o, v. 


Battery 


Primary 

Fig. 3—A test board for bulbs, 
fuses, spark plugs and horns. 

<J)f l 

ft » R 


Electric Testing Board for Lamps, 

Spark Plugs, Horns, Etc. 

Illustration fig. 3, shows a test board and wiring for same, 
for testing the following: 

1— Lamp bulbs; either single or double contact bases, see 
page 432. 

2— Fuses—see page 428. 

3— Spark plugs. 

4— Horns. 

Quite often a lamp does not burn. 

It may be due to the lamp being 
burned out, or an open-circuit 
in the wiring. To first determine 
if it is due to the lamp bulb, it 
can be quickly tested. If it is 
o. k. then the trouble is in the 
wiring. This also applies to the fuse. 

The horn can be tested by placing an ammeter with the 30 ampere 
shunt (see page 414) in the circuit, per fig. 19. Then adjust to take 
the least possible current. The average horn draws from 3 to 8 
amperes, owing to its size—see page 514. The ammeter can also be 
^Secondary used to test the horn for short-circuit or open circuit. 


,.p 

OrLil 

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TEST POINT 


\ TIBER TUBE 

ULULATED WIRE 


Fig. is A test lamp and battery, for 
locating troubles in the electric system. 

Fig. 2: Test lamp for locating troubles 
in series lighting circuit. 


Electrical Testing Outfits. 

Testing outfits for the electrical repairman which can 
be added are: 

5— Magneto tests per pages 301 to 304. 

6— Magneto remagnetizer, pages 301, 303. 

7— Cadmium test for storage battery, see index. 

8— Hydrometer outfit, per page 452. 

9— Storage battery portable testing outfit, page 474. 

10— Portable lamp and plug testing outfit, page 710. 

11— Battery bench, per page 474. 

12— A steamer for batteries, per page 473. 

Other outfits for the electrical testing and repair depart¬ 
ment could be added as follows: 

13— A cleaning outfit for parts, page 401. 

14— Test points and meters for generator and starting mo¬ 
tor tests, per pages 402, 403, 414, 474, 424, 410, 

How to Locate an Open Circuit with the 
Test Point and Lamp. 

“Test-points” used in connection with a 6-volt “test- 
lamp” can easily be constructed by following the illustra¬ 
tion in fig. 1. For emergency use any two lengths of 
wire with bared ends usually will serve. 


Should test lamp fail to light under any of 
the following conditions, it is an indication 
that there is an open circuit between the 
last point where the test lamp would light, 
and the first point along the circuit where it 
failed to light. Suppose you had an open- 
circuit in your lighting wiring system—pro¬ 
ceed as follows: 

1— Be sure the fuse is not open, by testing it, per 
page 428. 

2— Test battery by placing one test point, PI, fig. 2, 
to positive terminal of battery, the other test 
point, P2, to the negative terminal; if the test 
lamp lights, then you know the battery is o. k. 

3— Test the wire to switch, by placing test point, 
P2, at D; if test lamp lights, then you know 
your wire to this point is o. k. 

4— Move test point P2, to C, on the other side of 
switch, close switch; if test lamp lights, then 
you know the switch connections are o. k. 

6—Test the lamp L2, by placing test point to the 
right-hand terminal of lamp L2; if test lamp 
burns the wire O is o. k. 

6—Move P2, to the left-hand terminal of lamp L2. 
When this connection is made* the test lamp and 
lamp L2 will be connected in series across ter¬ 
minals of battery. If lamp L2 is o. k. the fila¬ 
ment of test lamp will brighten up, but not to 


the same extent it did when connected to the 
right-hand terminal of L2. 

7— Move P2 to right-hand of terminal of lamp LI; 
if test lamp glows the same as when the test 
point P2 was connected to left-hand terminal 
of lamp L2, then wire B is o. k. 

8— To test lamp LI and wire leading from ( + ) 
terminal of battery to lamp LI, may be tested 
by placing test point P2 on the negative (—) 
terminal of the battery, and the test point PI 
on the left-hand terminal of the lamp LI; if 
test lamp lights, this lead is o. k. 

Then move test point PI, to right-hand side of 
LI, which places the test lamp and lamp LI in 
series; if lamp LI is o. k. the test lamp will 
light, but not at full voltage, due to resistance 
of lamp LI in series with it. 

Testing For Short Circuits with 
Test Point and Lamp. 

Short circuits between two wires may be 
tested for, with the test lamp and battery 
shown in fig. 1, by placing one test point in 
contact with one of the wires, and the other 
test point in contact with the other wire. 
If the test lamp lights it is an indication 
that the two wires being tested are connected 
or short-circuited—see also page 403. 


CHART NO. 192—Electrical Repairman’s Testing Outfits. Test Points and Test Lights—see also 

pages 403, 402, 406, 410, 424, 414, 737, 429. 



































































CARE, ADJUSTMENTS AND TESTS OF ELECTRIC SYSTEMS. 419 


Ammeter shows excessive “discharge” at 
low speeds or engine idle; this is caused by 
the cut-out contacts being held closed or 
“stuck,” and means a dead short circuit 
of the battery through the generator. This 
must be corrected at once by disconnecting 
the points, see pages 409, 411, 410. 

The ammeter will always indicate if a 
short circuit exists in any part of the wir- 
except from the battery to the switch 
bus bar, and in the starting motor circuit. 

Ammeter Troubles. 

Tapping the ammeter should jar the hand 
loose if it is only stuck. If it still refuses 
to register examine the connections, and 
if these are all right look at the cutout. 
Finally disconnect one of the main wires 
from the generator terminal to see whether 
any current is flowing from the generator, 
and follow the wires from thence to the am¬ 
meter, examining them at each terminal to 
see whether current is flowing by touching 
the disconnected wire to its terminal. 

A rough check on the accuracy of the 

ammeter may be obtained by noting the 


ampere ratings of the various lights on the 
car and then switching them on one at a 
time. The reading of the ammeter should 
correspond to the total amperage required 
for the lights—see also page 410. 

With the engine running and the lamps 
on, the ammeter may register either “dis¬ 
charge” or “charge,” depending on the 
speed of the engine, the capacity of the 
generator with respect to the lamps, and the 
condition of the battery, that is, whether it 
is charged or not. 

Unsteady reading of the ammeter may 
be due to a defect in the instrument, or 
due to loose contact or intermittent ground. 
See flickering lamps, pages 420 and 4 21. 

Tests with a Volt-Ammeter. 

In this instance we will refer to the volt- 
ammeter, as described in charts 190 and 
191, and used for general shop testing work. 

The tests for various troubles, such as, 
short circuits on the line, generator, test¬ 
ing coils of generator and battery cells, 
etc., is shown on pages 410, 402, 403, 406, 
414, 453, 412. 


*A Digest of Lighting Troubles. 
Starting and lighting troubles are due to 
one or more of the following causes: 


Bad contacts. 

Broken connections. 

Grounds. 

Weak battery. 

Symptoms of these various difficulties 
may conveniently be grouped under the fol¬ 
lowing heads: 

(1) Lamps. 

(2) Generator. 

(3) Battery. 

(4) Motor. 

No. 1, we will treat below. Nos. 2, 3, 
and 4 are covered on their respective pages 
as enumerated: 

See page 407 for starting troubles. 

See page 411 for generator troubles. 

See page 4 22 for battery troubles. 

See index for carburetor and ignition 

troubles. 

(1) Lamps. 

Lamps do not light up.—(a) Examine fuse 
block for blown fuses. 

If the fuse is blown, do not replace it 
immediately, but look over the wiring for 
an accidental ground or short circuit. If 
the fuse in the headlight circuit blows, turn 
off the headlight switch until the trouble 
is located and removed In looking for 
grounds, abrasion of the insulation on 
the wire, or a metallic contact between the 
wires, or between current-carrying part of 
the wiring devices and the metal of the 
car, should be looked for. 

When the trouble has been located and 
corrected, then replace the blown fuse with 
another of the same capacity, being sure it 
is the proper size. 


See also, page 577. 

(b) If fuse is found not blown, look for 
open circuits, loose contacts, battery discon¬ 
nected or accidentally run down, or burned 
out lamps. 

Examine the “cutout” switch of the gen¬ 
erator, to see that it is properly disconnect¬ 
ing the generator circuit from ground. This 
switch should be in the open position, when 
the engine is not running, and should be in 
the closed position when the generator is 
running at any speed over 300 to 4 50 r. p. 
m., this cut-in speed, varying slightly with 
the size of the generator. 

(c) In case battery is run down, re¬ 
charge it immediately, and if possible, give 
it a gassing charge—see page 44 7. 

No lights or dim lights, with the engine 
running: there is a group of troubles which 
can be classified under the general head of 
open circuits. There are eleven of these 
which are prominent: 

1— the generator terminal or brush con¬ 
nections may be loose or poor contact. 

2— the wire connections to switch may be 
defective. 

3— defective wire connections to connec¬ 
tor terminals. 

4— lamp socket terminal loose. 

5— burned-out bulbs. 

6— halves of connectors do not make con¬ 
tact. 

7— bulb bases out of contact with lamp 
sockets. 

8— loose connection on lighting switch. 

9— broken wires, especially at taps. 

10— joints or places subject to abrasion. 

11— defective connections at the lamp. 


'See Instruction 43 for additional “Digest of Lighting Troubles.’’ Remember, when testing for 
electrical troubles that a complete circuit is necessary in order to have the electric current do its 
work. See pages 429, 737 aiul read foot note page 576. 


420 


DYKE’S INSTRUCTION NUMBER TWENTY-NINE. 


Lamps in one circuit do not burn.—This 
may be caused by; 

(a) The lamp is burnt out. Try another 
lamp in the same socket. 

(b) If fuse is found blown, try the same 
fuse in another circuit. If the fuse is blown 
do not replace it immediately but look over 
the wiring for ground or short circuit. 

If the trouble cannot be located imme¬ 
diately turn off the switch on the damaged 
circuit until the trouble lias been located. 

If the trouble is in a particular lamp 
socket, disconnect the attachment plug from 
this socket until the trouble can be re¬ 
moved and see that the removed attach¬ 
ment plug does not dangle in such a way, 
as to make short circuit on the metal of car. 

(c) An open circuit, or broken connec¬ 
tion in the wiring. Examine the places 
where the connections are made on that 
particular circuit. 

(d*) In case trouble is due to short circuit 
on some particular lamp socket, disconnect the 
attachment plug leading to this socket until the 
difficulty can be remedied. 

Fuses blow repeatedly.—lamps defective 
—short circuits—first try new bulbs. Fuse 
may not be large enough capacity. 

Lamps go out for an instant only.—if the 
lamps in one circuit act this way, there is 
probably a loose connection on the circuit 
so affected. 

If all the lamps go out for an instant 
there is probably loose connection at one 
end of the wire from the generator termi¬ 
nal to the fuse box. 

All lights burn dim,—usual trouble is 
loose or slightly grounded connections, or 
poor or corroded connection at the battery. 
More likely the battery simply has not had 
sufficient charging. 

If the wiring is all right, run as much as 
possible with lights off so the dynamo will 
charge the battery at a higher rate. 

If the battery continues to run down, ex¬ 
amine cut-out. If cut out is o. k., then test 
battery with switch off, for. a “ground" 
or slight “short circuit" in the sockets, 
or switch. See chart 189, and fig. 6. 
page 413, and pages 418, 403. 

If there is no ground, then test battery 
electrolyte, also each cell separate as per 
pages 416, 450. 

Lamps may also be old and blackened, 
try new bulbs. 

Lamps too bright.—Regulator evidently 
set for a higher voltage. Use lamps of 
higher voltage. 

Lamps bum out often.—Due either to a 
poor grade lamps used, or not proper volt¬ 
age or inferior grade—see page 403. 

Lamps flicker and ammeter unsteady.— 
Loose connection in light wires. Loose con¬ 
nection between battery and dynamo. Loose 


contact at lamp bulb. Exposed wire touch¬ 
ing frame intermittently, causing short cir¬ 
cuit. 

Lamps bum very dimly when starting 
pedal is used.—Battery very weak, almost 
discharged. Battery injured, probably one 
or more cells, due to lack of water. Bat¬ 
tery terminals or ground wire not tight. 

Lamps bright, engine speeded up, dim 
when engine slows down or idle; battery 

discharged or loose connection. 

If possible, have the battery charged at once 
from an outside source. 

If this cannot be done, endeavor to run with 
fewer lamps than normal, turned on for a few 
days, or until the battery voltage picks up again. 

% 

If the lights grow dim when the car is 
speeded up, wires reversed at dynamo. 

Lamps ■will not light, but starter cranks 
engine.—Lamps Burned out or filament bro¬ 
ken. System short-circuited or open circuit, 
at fuse or switch. 

Lamps seem to bum brightly, but fail to 
illuminate road sufficiently,—lamps out of 
focus. Rays of light directed too far up¬ 
ward i (see “focusing" page 433.) 

None of the lamps will bum—and no spark 
is obtained for ignition, this may be due to: 

(a) Terminals of the battery are discon¬ 
nected or corroded, so that they do not 
make good contact. 

(b) Ground wire, from the battery to 
the chassis is disconnected or broken. 

If the ignition is all right, the trouble 
may be due to: 

(al) Lead from the battery to the gen¬ 
erator, disconnected or broken. 

(bl) Lead from generator terminal to 
the fuse box is disconnected or broken. 

(cl) The lamps are burned out. This is 
likely to happen when either of the troubles 
are a, b, or al. 

(dl) Battery is run down, (see bat¬ 
tery instructions, also page 422, 416, 410.) 

If one lamp bums dim, change the bulb. 
If the same lamp is still dim, test the wir¬ 
ing to the lamp. Examine lamp socket. 

A great many of these troubles are found 
in poor connections in the lamp socket— 
or slight ground in this circuit. 

Lamps flicker:—This trouble is usually 
attributed to loose connections. 

It can also be caused by bad contact or an 
intermittent ground. For instance a con¬ 
tact might be just loose enough so that vi¬ 
bration would cause the circuit to be made 
and broken repeatedly. 

A grounded wire might also cause this trouble 
by alternately making and breaking the ground 
connection. Every time the ground is made the 
light goes out because the current flows through 
the ground instead of through the lamp. 

Obviously the trouble may be roughly located 
by noting whether all the lamps flicker or only 
one. If all do, then the trouble must be in the 
generator, or on the main lines running from it, 
and if only one does, then the trouble is in thia 
individual circuit. 


See page 577 for Digest of Starting Motor and Generator Troubles. 


CARE, ADJUSTMENTS AND TESTS OF ELECTRIC SYSTEMS. 421 


^Reversal of Battery Terminals To Generator. 


The generator connections to tho battery should 
be positive pole of generator to positive pole of 
battery and negative pole of generator to negative 
pole of battery. 

If battery is connected reversed, as would con¬ 
nect positive pole of generator with negative pole 
ol battery, then it would appear that this series 
connection would double the voltage, but such is 
not the case. 

, 0n Remy system the battery voltage would 
be sufficient to influence and control the genera¬ 
tor polarity and generator would soon reverse 
itself—the ammeter however would read in reverse 
direction to what it did previously. 

On other systems the field would not reverse 
readily and the needle of ammeter would swing 
back and forth, due to the cut-out switch vibrat¬ 
ing. The generator in this case would build up 
as it normally would until it reached sufficient 
voltage to close the cut-out switch. The moment 
this was closed the strength of the field would 
decrease, consequently output of generator would 
drop until such a point the cut-out switch would 

Don’ts and Do 
Always disconnect the wire from generator ter¬ 
minal, before disconnecting the battery, and re¬ 
connect the battery before reconnecting terminal. 
Otherwise the lamps may all be burned out if the 
engine should be started. 

Don’t use a piece of wire instead of a fuse. 

Don’t short circuit your battery with a pair of 
pliers or screw driver, to see if it’s charged. 

Don’t advance spark, but retard when you start 
with starting motor—throttle partially open. 

Don’t use emery paper on your commutator; use 
fine sand paper. 

Don’t forget to see that your ignition switch, 
spark lever and gas lever, are. < all in their 
proper positions, before depressing the foot 
switch to start the engine. 

Don’t fail to push down the button of the foot 
switch to its limit. 

Don’t continue to crank your engine, if ignition 
does not take place after a few revolutions. 
There is something wrong with your ignition 
system, or the carburetor. Look for the trouble. 
Just turning over the engine will not help mat¬ 
ters, but it will exhaust your battery, if con¬ 
tinued for any length of time. 

Don’t allow connections on generator, battery or 
motor to become loose. 

Don’t blame the generator for every trouble you 
may have. As a matter of fact, 90 per cent of 
all troubles originate in switches or wiring con- 


automatically release, then the same action would 
continue causing the cut-out switch to vibrate. 

In many Instances, by merely holding cut-out 
switch down a few minutes it will cause a reversal 
of the polarity of the fields. However, the best 
plan is to connect the battery as it should be. 

Gn the Delco late systems the polarity of gen¬ 
erator would be reversed and no serious harm 
would result. 

On the early Delco type which used the cut-oht, 
the voltage of generator would drop, consequently 
strength of fields, similar to paragraph four. 

The battery would not necessarily discharge 
itself if connected reversed—providing the gen¬ 
erator immediately changed its polarity as cut-out 
would open circuit as usual when engine was idle. 
The battery would not receive a charge however 
until polarity of generator was reversed. 

If polarity of generator did not change immedi¬ 
ately then battery would discharge, because cut¬ 
out points would open and close repeatedly, 
causing a sparking until points become pitted and 
stuck together. 

s—Read Carefully. 

nections, at the lamps, which are necessarily 
small and more or less liable to imperfect con¬ 
tact or short circuit. 

Don’t forget that it requires twenty times as long 
to restore current to the battery, as it takes to 
start the car. In winter, it is sometimes ad¬ 
visable to use starting crank to save the battery 
current. 

Don’t put oil or grease on the commutator of the 
generator or motor. 

Don’t tighten up on the silent chain drive unless 
the slack becomes excessive from stretching. The 
chain must be run with a reasonable amount 
of slack to prevent noise and wear. 

Don’t fail to lubricate the silent chain drive at 
frequent intervals. Noise will be eliminated and 
wear reduced. Keep the chain and sprockets 
clean, and free from dirt. 

Don’t run your car, if for any reason the battery 
is disconnected from the circuit, unless you have 
disconnected the chain driving the generator, or 
the generator itself has been removed. 

Don’t forget to examine your battery at intervals 
of about two weeks, and make certain that the 
electrolyte covers the top of the plates in each 
cell. See instruction 32. 

Don’t allow your battery to become loose in its 
box or container. Strap or wedge it tightly in 
position, and make certain, that the terminals 
cannot come into contact with anything which 
may cause a short circuit. 


fThe Starting and Lighting Storage Battery—See also, page 577. 


Chief in importance, ranks the care of 
the battery, owing to the fact that it is 
extremely sensitive to the slightest ill treat¬ 
ment. (see storage battery instructions rela¬ 
tive to the construction, care, charging, etc.) 

Storage batteries used for starting and 
lighting must have heavier terminals and 
parts than one used merely for lighting or 
ignition. This is due to the fact that a 
greater volume or amperes of current is 
drawn for starting motor and the terminals 
must be of sufficient size to carry this heavy 
quantity without heating, (see chart 201.) 

A storage battery used for lighting, will 
■operate the lights until the specific gravity 
(SG), is down to 1.150, whereas a starting 
battery, should not be allowed to fall below 
1.225 specific gravity. 

If Battery is disconnected be sure and re¬ 
connect it with same wires or terminals— 
otherwise reversal of current will result. 


The wires should be tagged if disconnect¬ 
ed. See “index’’ disconnecting battery. 

Color of terminals, of a battery. The 
positive terminal of a battery is always of a 
dark color, and the negative, more a grey 
color. Positive terminals are usually desig¬ 
nated, by a (P) or ( + ) sign and the nega¬ 
tive by an (N) or (—) sign. 

To test a wire lead from generator for its 
polarity, if not marked, see chart 204-A. 

If sparking occurs when switch is off, and 
when connections to battery are being made, 
even the smallest spark, it is evident that 
a ground or short-circuit exists in either 
the starting motor wiring or in the wire 
from the battery to the lighting switch. 
Go carefully over the wiring again, as this 
must be located and corrected. 

See fig. 6, page 413, note the method for 
testing the circuit for a ground by sud¬ 
denly making contact with battery terminal 
with switch off, see also page 406. 


♦Storage battery connections and ground; the positive terminal of a storage battery is usually grounded 
to frame. This connection to frame should be filed clean and tightly drawn together with a bolt, 
or else soldered. 

Often times poor connections at battery terminals and this ground wire, will result in dim light* and 
weak current supply. Always clean battery terminals with file when connecting battery, (see also 
pages 457 and 428). tSee pages 457 and 451. JSee also page 925. 


422 


DYKE’S INSTRUCTION NUMBER TWENTY-NINE. 


♦Starting and Lighting Battery Does Not Stay Charged—Causes. 


The battery does not stay charged—This 
may be due to any of the following: 

(a) *Tlie car is not run enough without 
lights or at high enough speed for the gen 
erator to charge the battery and replace 
the current that is taken from it when the 
lamps are burning with the engine idle or 
running at very low speed. 

(b) A ground in the car wiring. With 
the engine idle and all switches “off ,” 
disconnect the battery wire and touch it 
lightly on the battery terminal a few times, 
per fig. 6, page 413. If there is a spark 
produced there is a ground in the wiring 
between the battery, the generator, and the 
switch, or the magnetic switch in the regu¬ 
lator is not open, see also page 406. 

(c) Regulator or cutout switch not oper¬ 
ating properly. Examine the switch and 
see that it is properly connecting and dis¬ 
connecting the generator circuit (see page 
410). The cut-out switch should be in the 
open position when the engine is not run¬ 
ning, or should stay in the closed position 
when the engine is running above “cut-in 
speed. M If the switch does not close there 
may bo oil on brushes or commutator of 
generator, or one of the brushes may be 
worn too short. 


the leakage of current from short-cireuits 
or grounds as described, by increasing the 
lamp load through the adding of higher 
candlepower or lower efficiency lamps, by 
adding additional apparatus to the lighting 
system or to operate from battery, by the 
improper operation of the starting motor or 
by burning the lamps much longer than nor¬ 
mal. 

(e) A discharged battery can also be due 
to an internal short-circuit, as explained on 
pages 413, 410 and 416. 

(f) Generator may not be generating cur¬ 
rent property. 

(g) Battery may be leaking its solution 
slightly but continually. 

(h) Cut-out points may be stuck and 
when engine is operated below an engine- 
speed corresponding to about 8 or 10 miles 
per hour or less the battery discharges 
through the armature of the generator (see 
pages 409, 411). 

(i) A weak battery may also be caused 
by low gravity electrolyte, in which case dis¬ 
tilled water should be added to bring the 
level % in. above the tops of the plates, 
and then the battery should be charged. 
Loose or poor connections will cause weak 
current, (see foot note, page 421.) 


(d) A constantly discharged battery can (j) A weak battery may be caused by 
also be due to an overload on the starting or lack of charging due to the cutout points 
lighting system, which may be caused by not closing as they should. 


-{-Remedies for Above Troubles and Hints to Save Battery Current. 


(a) Have battery recharged, from an 
outside source. Use starting crank often as 
possible. Use starting motor as little as 
possible. In winter the starting motor is 
used more than in summer on account of 
difficult starting. Use dimmer lights instead 
of head lights thus saving on the current 
consumption. Provide a good “choker ’’ or 
primer which will start engine quick. 

(b) The test is mentioned above. Other 
tests are shown in charts 190 and 191. 

(c) On some cut-outs (also called relays,) 
they are sealed. If adjustable, examine the 
points. See pages 359, 410. 

(d; Quite often extra large lamps or ad¬ 
ditional electrical devices, or short-circuit 
in the electric horn will cause undue waste 
of current. Replace lamps with lower can¬ 
dle power and use least number possible. 
Spot lights are handy, but consume current, 
use the headlights. 

(e) If the battery becomes discharged 
immediately after having been charged, and 
there are no “grounds,” examine each cell, 


and test voltage with starter on—see pages 
410, 416, and cadmium tests, page 864D. 

(f) Test generator as explained on page 
411. Also pages 416, 410. 

(g) Examine each cell carefully. 

(h) This would cause a weak battery if 
allowed to continue for any length of time. 
Therefore, allowing the engine to idle, or 
running slowly on high gear, should not be 
done to any extent. 

(i) Continued undercharging will result 
in sulphation, and the remedy is to give the 
battery a prolonged charge. 

A weak battery is also indicated by a lowered 
specific gravity. When the battery is charged the 
gravity is 1.250, and when badly run down it 
drops to 1.150. Therefore, both charged and dis¬ 
charged conditions may be determined by measur¬ 
ing the specific gravity, with a hydrometer, which 
instrument will be fully treated under storage 
batteries. Don’t let battery discharge in winter— 
it will freeze. 

(j) Operate car at speed at which the 
cutout should close and note whether it 
does or not. (see pages 409, 410.) 


♦Note—See pages 458, 577 additional battery and starting and lighting system troubles. 

♦There is more trouble from discharged batteries in winter than in summer, due to the fact that en¬ 
gines are usually more difficult to start and battery is used more. Consequently the generator does 
not have an opportunity to put back the current taken out—especially if car is run more at night 
with lights on. 

The engine crank is more difficult to turn over on cold days after standing a long while, due to oil 
being heavy and congealed and unvaporized gasoline. 

fKeeping battery charged: Keep engine tuned up so that it starts on the second or third turn. This 

minimizes the amount of current used in starting, and, remember, this is very large. Be economical 

with lights. Use headlights only when absolutely necessary. Determine the car speed at which 
cut-out relay makes connection with the battery and operate the car as much as possible above this 
speed. 

If you drive much in a congested city district and stop your engine many times, you will find that 
your battery can be kept more nearly charged by changing gears in traffic whenever necessary in¬ 
stead of trying to do it all on high gear, the reason being that by changing gears you boost your 

engine speed so that battery is charged, while if you try to pull slowly on high you get down to a 

speed at which charging stops due to the opening of the cut-out. 


CARE, ADJUSTMENTS AND TESTS OF ELECTRIC SYSTEMS. 423 


9 


fDisconnecting Storage 

On many systems the storage battery, if dis- 
couneeted, the lights would be burnt out because 
the battery acts as a voltage regulator and keeps 
the voltage constant. Therefore if removed, the 
generator voltage would increase with speed of en¬ 
gine and burned out lamps would be the result. 

See page 925, explaining the meaning of “volt¬ 
age” and “current” regulated generators. 

As an example of disconnecting the generator 
and battery, from a car, questions will be an¬ 
swered on a few of the leading cars. 

Q1—^ hat make of generator is used? 


Battery and Generator.** 

Packard. 

A1—Bijur. 

A2—Voltage regulated. 

A3—Engine should not be speeded up, as gen¬ 
erator current would not have sufficient out¬ 
let and injure generator. 

A4—Be sure and tape terminals to prevent short- 
circuits. 

A5—Yes, from storage battery, but battery would 
not be recharged. 

A6—Yes. A7—Yes. 

Studebaker and Saxon. 


Q2—Is the regulation “voltage” or “current” 
regulated ? 

Q3—What precaution is necessary in disconnect¬ 
ing battery? 

QI What precaution is necessary in disconnect¬ 
ing generator? 

Q5—Would it be possible to run engine if gen¬ 
erator is out of service? 

Q6—Would it be possible to run engine if battery 
is out of service? 

Q7—If.both generator and battery is out of service 
could dry cells be used ? 

Hudson. 

A1—Delco single unit. 

A2—Current regulated; third brush. 

A3—If the battery is disconnected the motor can¬ 
not be operated. 

A4—Disconnect the cables attached to the bat¬ 
tery terminal of the generator and connect them 
firmly together. The joints should be wrapped 
with tape or insulated in some way to prevent 
any possible chance of contact with the frame. 
The battery circuit for the lamps will in this 
way be maintained. The cables connected to 
the shunt field terminal and to the armature 
terminal should also be disconnected and the 
ends insulated. 

A5—Yes. By taking the precautions noted above 
the battery would furnish the ignition. 

A6—No, the engine could not be started. 

A7—Yes, if the generator and storage battery are 
both out of service, dry cells could be used in 
place of storage battery. 


A1—Wagner. 

A2—Current regulated. 

A3—Generator terminal should be grounded to 
frame so as to prevent generator becoming 
damaged. 

A4—Ground generator terminal. 

A5—Yes, battery will supply ignition current. 

A6—No. A7—Yes. 

Dodge. 

A1—North East. See pages 733, 369. 

A2—Current regulated. 

*A3—If the starter-generator is run without be¬ 
ing connected to the storage battery, ground 
the terminal of the starter-generator which or¬ 
dinarily is connected to the battery. Failure 
to do this will cause the starter-generator to 
overheat and may in some cases cause a great 
deal of damage. 

A4—Ground both generator terminals. It cannot 
be used for either lights or ignition if battery 
is removed. 

A5—Yes, battery will supply lights and ignition. 

A6—Dry cells not recommended. 

Maxwell. 

A1—Simms Huff. 

A2—Current regulated. 

A3—Remove field wire from generator. 

A4—Use shorter fan belt to drive fan if removed. 

A5—Yes, from battery. 

A6—No, as there is no outlet for current pro¬ 
duced by generator and it would damage itself. 

A7—Yes, by using 4 dry cells in series, connect¬ 
ing one terminal to top of ignition coil and 
grounding other terminal. It will then be 
necessary to crank engine and disconnect gen¬ 
erator per A3. 

Overland. 


Cadillac. 

A1—Delco. 

A2—Current regulated; third brush. 

A3—Care should be taken to prevent short-circuit. 

A4—Generator should not be removed or an ad¬ 
justment made on circuit-breaker, nor ^ny of 
the wires to same remoVed without first dis¬ 
connecting battery. 

A5—Yes, so long as storage battery is charged, 
as current for ignition would be taken directly 
from storage battery. 

If it is desired to do this, leave the cable con¬ 
necting the motor generator and storage battery 
attached at the storage battery end. Connect 
the motor generator end of the cable securely 
to the red wire which leads to the ammeter. 
Connect the black wire from the horn switch to 
the yellow wire which goes from the No. 2 ter¬ 
minal on the generator to the circuit breaker. 
Tape the ends of the wires connected to No. 2 
and No. 3 terminals on generator separately so 
that they will not short circuit or ground. 

A6—Never run engine with storage battery off 
the car or disconnected. 


A1—Auto-Lite. 

A2—Current regulated, see page 359. 

A3—Tape terminals to prevent short circuit—see 
also page 359. 

A4—See ans. to A7. 

A5—Yes. 

A6—Yes—by using current for ignition, dry 
cells, but not from generator. 

A7—Dry cells can be used. The ignition wire, or 
the wire that is attached to the positive ter¬ 
minal of the storage battery should be attached 
to the positive side of six dry cells, series con¬ 
nected, and the negative side grounded to some 
part of the body or car frame. 

After installing the dry cells, and before start¬ 
ing the motor, a piece of bare copper wire 
should be used to ground the generator. This 
wire should be attached to the positive terminal 
on the generator to some part of the car frame. 
This will prevent the increased voltage from 
the generator due to no resistance from the 
storage battery, since it has been removed from 
the car, from burning out the lamps and seri¬ 
ously injuring the generator. 

Reo. 


A7—Yes. Use 5 dry cells in series and connect 
as follows: First, disconnect the wire from the 
ignition and lighting switch to the upper ter¬ 
minal on the end of the ignition coil on the 
dash, and connect one wire from the dry cells 
to this terminal. The other wire from the dry 
cells should be grounded to some convenient 
point on the engine or frame where a good 
contact can be secured. With dry cells thus 
connected it is possible to start the engine 
by hand cranking and to run it as lon^ as the 
cells will furnish current for the ignition. 


A1—Remy. 

A2—Thermostatic, see page 371. 

A3—Ground two lower terminals on generator, as 
generator cannot be used for ignition or lights 
if battery is removed. 

A4—Tape all terminals to prevent short circuits. 

A5—Yes, until battery runs down. 

A6—Not from current from generator. Dry cells 
could be used. 

A7—Yes. If dry cells are substituted for storage 
battery, the two lower terminals on the gen¬ 
erator must be connected. 


*On the Dodge where magneto was formerly used, remove fuse from generator. 

tSee also pages 925 and 421. **Be sure and tag all wires so will be connected back right. Battery 
wires must connect correctly, else dash meter will read backwards. 


424 


DYKE’S INSTRUCTION NUMBER TWENTY-NINE. 


9 


A Testing Bench for Starting and Lighting Systems. 


The test stand is divided into two parts; 
that for testing the generator and that for 
testing the starting motor. 

The layout is shown in illustration. The gen¬ 
erator equipment is at the left of the bench 
and the starting motor equipment at right. 

The generator is clamped to a hinged table, 
and driven by a one-half h. p. varible speed 
motor, the variation of speeds, from 600 to 
1,800 r. p. m. being controlled by a rheostat. 

The starting motor is supplied with current 
by a 6 or 12-volt battery, as the case may be. 
The load is applied to the starting motor 
through a prony brake, regulated by a pedal 
and measuring the torque on a 25 lb. spring 
scale. 

As the current flow to starting motor will be 
high, the ammeter will require a ‘‘shunt’’ 
permitting the measure of current flow up to 
300 amperes, as described on pages 416 and 
414. All wiring in connection with the 
starting motor, with exception of ammeter 
and voltmeter leads to be No. 1 flexible 
cable. 

Testing Generator. 

1— Run generator as a motor from storage bat¬ 
tery. By knowing the amount of current 
required to run a generator known to be 
in good condition, and the number of revo¬ 
lutions per minute at which it should run, 
a comparison may be made with the simi¬ 
lar operation of the generator being tested. 

(a) If an excessive amount of current is re¬ 
quired and the speed is somewhat low; a 
short circuit armature is indicated, or bear¬ 
ings may be too tight. 

(b) If speed is high; a defective field is indi¬ 
cated. 

2— Drive generator connected through the 
lamps to storage battery until from 8 to 
10 amperes of current is generated. 

(a) Take the speed of generator. 

(b) Compare this speed with that of a gen¬ 
erator known to be o. k. 

(c) If it is found necessary to drive genera¬ 
tor much faster than normal, providing 
brushes and commutators are in good 
condition; defective fields or armature are 


indicated. This condition should be 
checked with that of the first test. 

3—Not only do the above tests show exactly 
what is happening with the generator as 
compared with a generator known to be 
in good condition, but also current cut¬ 
outs and control can be regulated within 
the required limits. Any equipment manu¬ 
facturer can supply the data required in 
making these tests, or it may be obtained 
from a generator known to be in good con¬ 
dition. See also, page 864C. 

Testing Starting Motor. 

1— Run starting motor without any load. 

(a) A high amperage reading and slow speed 
will indicate that bearings are either tight 
or the armature or field circuits are 
shorted. This test may be made with 
one, two or three cells of a storage bat¬ 
tery supplying the current. 

(b) If current is not excessive, but speed 
low; the connections and conditions of 
brushes and commutator should be exam¬ 
ined. Likewise the brushes should be 
adjusted. 

2— The next test is made under load, to show 
whether the starting motor will deliver 
its full power at required speed and- with 
the required amount of current. 

(a) For example, a certain instrument having 
a current of 135 amperes passing through 
it at approximately 6 volts should turn 
2000 r.p.m. and exert a torque of iy 2 ft. 
lb. This amount, if the pulley were 2 ft. 
in diameter, would register iy 2 lb. on the 
spring scale. However, it is not advis¬ 
able to use so large a pulley, and by us¬ 
ing a 6-in. pulley the spring scale reading 
is multiplied by four, giving the reading 
required. 

(b) In making the test the motor is started 
and sufficient pressure applied to the 
pedal to bring the spring scale to the re¬ 
quired reading. The ampere voltage and 
speed readings are taken and compared 
with the similar readings of a starting 
motor known to be in good condition. A 
low reading indicates defective armature 
or field. 


Asbestos 

Board 


15 c. p.—7 volt 
Lamps 


Ammeter 


25 Scale 
Ammeter 

Single-Throw 
l5hunp Switch 

B P M 

Speed Counter 

A 


Voltmeter Shunt 
/ / * Starting 



Pulley 



Fig 24 



Diagrsm of wiring 
for the test board 
shown in fig. 24. 


Ftg. *=&=>■ 
28 



Simple jig on bench 
to support armature 
during repair. 




CHART NO. 192-A—Electrical Testing Outfit for Starting Motors, and Generators. See also pages 
577, 864C, 418, 410, 406, 404, 416, 402, 403, 737, 429. 

(Motor World.) 



























































WIRING FOR STARTING AND GENERATING SYSTEMS. 425 


INSTRUCTION No. 30. 


WIRING OF A CAR FOR STARTING, GENERATING AND 
LIGHTING SYSTEMS: Single, Two and Three Wire 
Systems. Wiring Starting Motor, Generator and Lighting 
Circuits. Size W ire to Use. Comparison of Current Carried 
in Starting and Generating Circuit. Wiring Accessories. 


The single wire system is also called the 
‘ ‘ grounded return ’ ’ system because one 
wire which returns to complete the circuit 
is grounded to the frame of the car as 
shown at A, chart 193. 

The single wire or grounded return sys¬ 
tem is used on seventy-five per cent of the 
cars. In this system only one main wire 
is insulated, the other being connected to 
the frame of car which acts as the return 
wire. 

In this system the negative (—) termi¬ 
nal of the battery is connected to the elec¬ 
trical units and lamps through switches, and 
the positive ( + ) terminal is connected to 
the metal frame of the car. As the positive 


(+) terminal of each unit and one terminal 
of each lamp is also connected to the frame 
either through mounting or by cable, the 
circuit is completed when the switch is 
closed. See A, chart 193. 

The two wire system: Where wires are 
not grounded but are run independent of 
the frame or ground connections, it is 
termed a two wire system. A simple ex¬ 
planation is shown at B, chart 193. In this 
system both wires are insulated and kept 
away from the frame. 

The three wire system is shown at, (0). 
This system is sometimes e'mployed where 
12 volt or higher voltage batteries are used 
and where it is desirable to use 6 volt 
lamps. See also chart 205-C. 


Kinds of Wire Generally Used. 


Primary wire is used for low tension or 
voltage, as ignition, from battery to coil, 
and coil to timer (see page 240) and for 
lighting. It is usually flexible, consisting 
of several strands of wire. When used for 
lighting it can be “ duplex ’ 7 or even four 
wires together, and is usually encased in 
metal armor for protection. 


PRIMARY WIRE—Single 



PRIMARY WIRE-Duplex 


3— U 


PRIMARY WIRE.in metalarnior 


4- M 


PRIMARY WIRE metal armor 





5— 


SECONDARY CABLE-note heavy 
insulation 


STARTING MOTOR WIRE note 
heavy wire 


LAMP CORI)-twisted No. IS 


Secondary cable is used for high tension 
ignition current. The wire is small but in¬ 
sulation heavy (see page 240). 

Starting motor wire is very heavy, being 


several times the size of the secondary cable, 
but insulation is not so heavy. This is due 
to the fact that it does not carry a high 
voltage, only 6 to 24 volts, whereas second¬ 
ary cable carries a voltage high enough to 
jump a gap. 

The starting motor wire carries a large 
quantity or amperage of current, for in¬ 
stance, the wire runnig from the storage 
battery to the starting motor, when first 
starting, must carry from 80 to sometimes 
400 amperes; or quantity of current, owing 
to the size of motor. This is used only for 
a few seconds. But, large wires must neces¬ 
sarily be used to carry this great quantity, 
even for a few seconds. Compare the size 
of the starting motor wire (6, illustration 
to the left) with that of the primary wire 
(1), which can be used for generator or 
lighting. Note the difference in size of wire. 

The wires running from the generator to 
the storage battery are much smaller, as the 
quantity of current which passes through 
this wire is only 5 to 25 amperes. 

As a comparison; imagine water pipes. If you 
desired to pass 150 gallons of water through a 
pipe in one hour, it would require a larger pipe, 
than one where you passed only 25 gallons per 
hour. 

Size Wire to Use. 


Generator to battery. no. 10 

Battery to starter . no. 1 or 2 

Headlights . no. 12 or 14 

Tail light . no. 14 

*Ignition (primary) .no. 14 

Ignition (secondary) . no. 14 or 16 

Horn . no. 18 


tSizes very slightly according to length of car and number and size of lights and size of engine and 
starting motor, etc. But this is an average. *See page 240. 

















426 


DYKE’S INSTRUCTION NUMBER THIRTY. 



A—Shows the “single wire” system; one wire insulated from the frame and frame 
serves as a wire. One wire, usually the positive terminal of battery and generator is con¬ 
nected to the metal frame. Note where the storage battery connects to frame. This connec¬ 
tion is made by a lead lug from the battery and tightly bolted to a cleaned surface with 
copper washers on each side—the connection must be water proof. 

B—Shows the “two wire” plan, where both wires are insulated and kept away from frame. 

C—The “three wire” system; consists of three wires, one known as the “neutral . ,f 
Note in this illustration the storage battery is a 6 cell or 12 volt battery and the third 
wire divides three cells to a circuit, making 6 volts for each side of the third wire. 

It is important that the lights or load be equalized, for if three of the six cells are 
worked more than the other three, and both sets are charged from the same source and 
at the same rate, one set would get more charge than the other. When the load is properly 
balanced there will be no flow of current through the neutral, which is the reason for 


so calling it. 



Fig. 4. Showing wires 
run through metal, 
flexible tubing or con¬ 
duit. 


£ 





*Wiring Accessories. 

The coupling box (fig. 6) provides a conveni¬ 
ent and easily separable means for connecting 
together the wiring on the chassis and on the 
car body. 

The junction box (fig. 7) is used to connect a 
wire running in a different direction and is much 
better than making the usual connections. Tap¬ 
ing the joints or soldering is not necessary. It 
also affords a. convenient point from which to 
Fig. 6—Coupling box. test. 

The lighting switch; (fig. 9), called a “gang” 
switch—is a “two gang” type. The lower or light 
colored push is for lights, and the upper (dark) push 
is “off.“ It is usually placed flush on the dash. 

Wire used for electric lights ought to be protected 
from oil and dampness and from the frame. The best 
wire has insulation of an outer covering of heavy 
braid, specially impregnated, an intermediate layer of 


r- 

~o\ 


9 

0 

o 

> 

o 


treated cloth, and an inner covering of soft rubber. 

Fig. 7—Junction box. Fl f: 9 -j w # ° wi gJ ul1 The copper wire itself is made of fine strands and is 

° ° called flexible, stranded wire. 

Conduits (fig. 4); provide a complete enclosed runway for wires from which they can be 
drawn if necessary and new wires installed. It affords protection from mechanical injury such 
as bruises, etc. The conduit is made of galvanized steel and is flexible (fig. 4). 

Flexible steel armored cable is now very popular. It can be purchased containing one or 
more wires. The wires cannot be withdrawn. 


UHAftT NO. 193—The Single or Grounded Return. Two Wire and Three Wire Principle. Wiring 
Accessories. *See also page 428. 































































































































































WIRING FOR STARTING AND GENERATING SYSTEMS. 427 


**Starting Motor Amperage. 

The starting motor consumes a quantity 
of current as stated on pages 4 25 and 327— 
but only for a few seconds—The exact 
amount of current consumed and the time 
required to put back the amount used, with 
generator, varies in different makes—see 
pages 410, 416. 

To those not familiar with electricity, the 
question would arise, how can the starting 
motor receive 120 amperes of current, if the 
generator which recharges the battery, does 
not give hut 7 to 15 amperes to the battery 
when charging it. 

Taking for example, a storage battery of 120 
ampere hour capacity. It would deliver at the 
rate of 120 amperes for one hour, or at the rate 
of one ampere, for 120 hours, or any proportional 
amount accordingly (varies according to dis¬ 
charge—see page 441 and 327). 

**Now, assuming that when current is first ap¬ 
plied by switch the quantity is 120 amperes; then 
after motor has started, the current consumption 
drops to 65 amperes. This would give us an 
average of say, 55 amperes used. The time for 
the operation, say was 10 seconds. 

Assuming the average draw on the battery was 
80 amperes for 10 seconds, the ampere-hours 
consumed is as follows: 10 seconds equal % min¬ 
utes, or ^60 hours, and ^60 of 80 amperes equal 
8 %60 ampere-hours or .22 ampere-hour, per start. 

Car running at 15 miles per hour generator 
would charge battery, say—at the rate of 7.5 
amperes per hour. It then requires as long to 
recharge the battery per start as .22’is contained 
times in 7.5 which is 30 times. ' In other words 
the generator is capable of putting back into the 
battery, 30 times as much current in one hour 
as was used for starting and put back the exact 
amount used in of an hour, or 2 minutes. 


Another point; how can a storage battery 
of 120 ampere hour capacity deliver 475 am¬ 
peres, per page 327? A good battery is 
capable of delivering an overload for a frac¬ 
tion of a second—but only good batteries 
can stand this—this is one reason why bat¬ 
teries fail. 


tWire Connections. 

The connections, in electric wiring should 
be soldered. The unsoldered connection may 
work as good as a soldered connection at 
the time of being made, but the resistance 
always increases. . 

Soldering paste; do not use acid when solder¬ 
ing electrical apparatus or wiring, as the acid 
is an electrical conductor and it also destroys 
the insulation. It is much better to use a non- 
corrosive soldering paste. 

Tape; do not use friction tape on high tension 
wiring or on other wiring where the grease or oil 
can get to it. It is much better to use linen tape 
and shellac. Friction tape will not insulate igni¬ 
tion current, neither will it hold when oily. 



When placing a wire terminal 
under a terminal nut, twist the 
wire in direction nut turns. 

When connecting a wire undeT 
a screw or nut—use a washer, 
(copper or brass). 


Wiring Troubles. 

Are numerous if not properly done. All con¬ 
nections must be soldered. Oil and grease destroy 
insulation. Moving parts must not touch wires. 
Protect wires from chafing. Avoid frayed end*. 
Tape all connections. Connections and terminals 
must be kept tight. Vibration often jars them loose. 
See foot note page 457 and page 241. 


Ampere Capacity of Wire. 


The size wire to use, depends upon the amount 
of current that must flow through it, and the 
length of the wire. The longer the wire the greater 
the resistance offered to the flow of current. 
Therefore there will be too much drop in voltage 
at the wire terminus, if it is not of sufficient size. 

A conductor must be large enough to carry the 
required amount of current to a certain point with 
less than 4% drop. 

Most all automobiles are using a single wire 
system and the length of wire is seldom over ten 
or twelve feet long. 

The sizes given on page 425 for generator, 
starter, lighting and ignition is the average size 
used on most cars. 


The carrying capacity of wires (*B & S 

gauge)—as given by the National Board of Un¬ 
derwriters for rubber covered wire is as follows: 


No. 18 B & S gauge. 3 amperes. 

No. 16 B & S gauge. 6 amperes. 

No. 14 B & S gauge. 15 amperes. 

No. 12 B & S gauge. 20 amperes. 

No. 10 B & S gauge. 25 amperes. 

No. 8 B & S gauge. 35 amperes. 

No. 6 B & S gauge. 50 amperes. 

No. 4 B & S gauge. 70 amperes. 

No. 3 B & S gauge. 80 amperes. 

No. 2 B & S gauge. 90 amperes. 

No. 1 B & S gauge. 100 amperes. 

No. 1&0 B & S gauge. 125 amperes. 

No. 2 & 0 B & S gauge. 150 amperes. 


Higher the number, smaller the wires. No. 0 
is many times larger than No. 18. No. 18 is .04 
or % 4 " di.; No. 0 is .32 or % 6 " di. 


Accessories and Switches. 


Some of the accessories for wiring a car are 
given on pages 426 and 428. 

Ignition switches are usually placed on the 
cowl (dash) of car and operated with a key. 

Starting motor switches are usually operated 
by the foot. See page 408 for diagram. The 
ignition switch must be “on’’ when engine is 
started. 

Lighting switches are usually placed on the 
cowl (dash) of car and are of the push button 
type, per fig. 2, page 385 and fig. 9, page 426. 

A touring switch is sometimes provided on a 
car for the purpose of allowing the operator to 
discontinue the charge from generator to storage 


battery when car is on a long tour running mostly 
during the day. 



To give the reader 
an idea of the va¬ 
rious kinds of 
connections which 
may be made by 
one switch, see fig. 
1. The contacts 
have been num¬ 
bered 1, 2, 3, and 
4. If 1 and 4 con¬ 
nect, side and tail 
lights are on. If 
1, 2 and 3 connect, 
then side, tail and 
headlights are on. 


tSee foot note, page 421 and see also, page 428. **These figures given only as an example—a nearer 
correct ampere discharge would be as given on pages 327, 410, 416. 

*B & S gauge, means Brown and Sharpe gauge and is a recognized standard. 














































428 


DYKE’S INSTRUCTION NUMBER THIRTY 



Ccuphna 


_— Voltmeter 


Wiring a Car. 

The size of wires to use for ignition, light¬ 
ing, and generator is shown in the illustration. 

The kind of wire to use for each, is ex¬ 
plained on pages 4 25 and 24 0. The wire to 
the lights, and other wires running along side 
of the frame, or near metal parts, should be 
the flexible “armored” type, see page 426. 

The purpose of the coupling box, fuse block 
and junction box is explained on pages 426, 
34 8 and this page. 

Wiring the Starting Motor. 

This wire must be large, especially with a 6-volt 
starting motor. Use No. 00 if a long distance and 
large car, or No. 1 or 2. The No. 00 measures .36 
in. di. over the copper strands. Use flexible rub¬ 
ber covered wire. 

Good connections are very essential for starting 
motor to switch and battery. The ends of wire 
should be cleaned and “tinned,” by dipping them 
in molten solder and then good clean, strong copper 
terminals soldered thereto for attaching to ground 
on frame and to the switch. The terminals them¬ 
selves should be cleaned also the part to which 
it is attached, and then draw up snugly. 

Battery Connections. 

The ends of wires connecting with the battery 
should be treated in the same manner, but lead 
lugs to fit the battery terminals should be used. It 
is important that both the terminal of battery, in¬ 
side, and lug, be scraped and cleaned good and 
drawn tight. The acid tends to corrode the ter¬ 
minals, hence reason for cleaning. 

If it is necessary to have a 
coupling for this large wire, one 
method is shown in fig. 21. A 
regular brass pipe coupling (K) could be used. The two halves of the coupling E, have the 
ends of the wires C, sweated into them. The coupling should be well taped if near metal— 
see also page 408. 

Note: When using stranded wire on any part of a car, sometimes one strand will play 
loose from the others and cause a short circuit. Always twist and solder ends of stranded 

Fuses. 





Fig. 2. Size of wires to use, indicated by 
number. G means grounded, TL means tail 
light, SL sidelight, HL headlight. 

Wiring shown full run along chassis. Dotted 
lines are wires to be attached to body. 



no. 21 


wires. 

Fuses are very important, particularly when 
the grounded or single wire system is used. 
The purpose of a fuse is to melt and open 
the circuit in case of a short circuit and pre¬ 
vent discharge of battery—see pages 412, 
413 for meaning of “short-circuit.” 

A fuse block (fig. 
6), is usually placed 
on the inside of 
dash of a car, to 
which the different 
wires are connected. 
The fuse is then in 
series with circuit. 
If a fuse melts then 
it is an easy mat¬ 
ter to insert another 
fuse of which extras should be carried. 

There are three types of fuses, the cartridge 
type fig. 3; the visible type fig. 4; and the 
open type fig. 2. The visible type will in¬ 
stantly show when burned out, whereas in the 
cartridge type a hole will be blown in the 
side of shell. The cartridge and visible types 
can be slipped into place in the “fuse clip,” 
fig- 6) ^ hand, the open type requires a screw 
driver and is placed in block fig. 1. Fuse 
shown in fig. 4, is the type in general use. 




Testing a fuse. 


rio. 3 


FIG. loc>fN T,pe rust 
FIG. 

lea 


Testing: with types of 
fuses which are not ex¬ 
posed, if suspected of be¬ 
ing blown, they can be 
tested with the test light 
as shown below. 

The capacity of the fuse 
in each circuit, should be 
as follows: Side lights, 
3 to 5 amperes; head¬ 
lights, 15 amperes; extra 
circuits when provided, 
15 amperes. The extra 
circuit may be used for dome or pillar lights, 
horn and so forth, as desired. 

In other words, the size of the fuse is determined 
by the amount of current that is to pass through it. 
If the fuse is to be placed in the head light and 
tail light circuit; and this circuit used 5% amperes, 
a 10 ampere fuse is ample protection. 

Compensator: The small cylindrical-wound re¬ 
sistance (B), incorporated with the fuse block in 
fig. 4, page 348, is the “ballast resistor.” It pro¬ 
tects the side lights from over-voltage when the 
headlights are not lighted, see also page 347. 

The circuit breaker, is a device used similar to 
a circuit breaker on a street car, but of lighter 
construction. It is sometimes used in the place of 
fuses—see page 377. 

A fuse is not used with the starting motor, see 

page 408. 


CHART NO. 194—Wiring the Starting Motor. Size Wire to Use for Motor, Generator and Lights- 
Connections. Also see page 240 for Ignition Wiring. Fuses. 


















































































ELECTRIC LIGHTING. 


429 






Pointers on Testing the Wiring of a Starting 
and Lighting System. 

Illustration shows a two-wire system of the 
average starting motor generator ancl light¬ 
ing system. 


4 Generator 



The purpose is to point out, as explained 
on page 737, just where to start when mak¬ 
ing tests if any part of the system fails to 
properly operate. (See also, page 577). 

First it is necessary to learn the names 
of the parts and their relation to each other. 
For instance, the parts of this system can be 
divided into four parts as follows: 

1— Starting motor, starting switch and battery con¬ 
stitute the starting system. Follow the single 
arrow points from the battery, for the circuit. 

2— Generator, cut-out, ammeter and battery con¬ 
stitute the generator system. Follow the double 
arrow points for the circuit— -Start at generator. 

3— Lighting system consists of the lighting switch 
from which point all tests are started. The 
current to bus-bar (B) on switch, is taken from 
one side of the ammeter. If the engine is 
running slow or not running at all, current 
comes from the battery. When engine is speed¬ 
ed up, current comes from generator and in 
both instances must pass through the ammeter 
(for lights and ignition, but not for starting 
motor). When connection is made at 7, by 
switch button closing this circuit, the head¬ 
lights are on; if closed at 8, the tail-light is 
on; if closed at 9, the side-lights are on. By 
following each circuit with the three arrow 
points, starting at the switch, each circuit can 
be traced. The other parts of the lighting sys¬ 
tem are the lamp bulbs and lamp sockets in the 
lamps. 

4— The ignition system would consist of a timer, 
distributor, coil and ignition switch. This switch 
could be connected from the same bus-bar on 
one side ( + ), then through primary winding 
of coil to timer terminal, thence from timer to 
12 (—). (not shown in above illustration). 

6—The electric horn is connected from the Rame 
source as the lights, but the push switch is 
usually placed on steering post. 

Therefore when making tests, first deter¬ 
mine which of the four parts the trouble is 
in and then test that part from beginning 
to end. 

For instance, if starter motor fails to 
start, begin with test at battery, as explained 
on page 737. 

If generator fails to show “charge” on 
ammeter, start at generator, then cut-out, 
then the fuse (fuse system not shown, see 
fuse block on a grounded or single wire sys¬ 
tem, pages 428, 360), then wiring. If fuse 
is blown, there must be a short-circuit—find 
the cause by testing the wiring. 

If lights fail to burn, first examine the 
lamp-bulb to see if burned out, if not, then 
the lamp-socket, then start at the switch and 
test the wiring. If fuse is blown find the 
cause. 


Remember that this same principle also applies to 
a single wire system. One terminal could be 
grounded to frame of car, on battery, generator, 
starter and lights. 

Remember that when a fuse-block is used (see 
pages 428, 360), the fuses are merely cut into 
each circuit, which will melt and open the circuit 
if a wire or part becomes short-circuited. 
Remember that a fuse Is never used in the starting 
motor circuit (see page 408). Also remember 
that the—ammeter is never connected into the 
starter circuit. 

Remember that the cut-out is often placed integral 
with the generator, for instance on lower illustra¬ 
tion page 360, the cut-out is not shown but is 
in the generator housing and is connected inter¬ 
nally with generator as shown in fig. 6, page 925. 
Remember that the regulation of the output of a 
third-brush generator does not have a separate 
mechanism to regulate the current—see pages 348 
and 925. 

Remember that a generator which has a voltage 
regulation system does have a mechanism called 
a voltage regulator which controls the output—see 

page 925. 

Remember that a Wiring Diagram book will tell 
you just what kind of a regulation system a gen¬ 
erator has and will also show the external and 
internal circuits of all parts and wiring. 

Electric Lights for Old Cars. 

If the old car is equipped with oil or gas 
lights, adapters, fig’s. 1 , 2 can be secured 
with sockets and electric bulbs ready to 
attach as shown. 



If the oil or gas lamps are entirely discarded and 
new electric lamps put in place, these may be con¬ 
nected by plugs (P) and receptacles (R) to the 
permanent wire of the circuit as per fig. 3. The 
plug-receptacles are convienent for disconnecting. 

Fig. 4 shows a plan of wiring, using a double¬ 
pole snap switch (in connection with fig. 3) and 
turning it to the “off” position. Two-volt lamps 
may be used for the side and tail lights and the 
three lights placed in series with the 6 volt bat- 
•tery. 

Fig. 5 shows a plan of wiring using the same 
switch, but turning switch to “on” position. In 
this instance all lights are placed in parallel and 6- 
volt lamps must be used. A. single-pole switch con¬ 
nected in between battery and switch, in figs. 4, 
5 and 3 plan above, will enable lights to be cut 
“on” or “off”. 

Fig. 6 shows a plan of wiring where five lights 
and three single-pole snap switches are used. 

Where joints are made scrape wires clean, solder 
and tape with a layer of rubber tape, then cover 
with friction tape. 


/ 



Method of connect¬ 
ing wires for lights, to 
the Ford magneto. 

2—9-volt, 2-ampere 
lamps are usually plac¬ 
ed in series. See pages 
434. 864C. 


CHART NO. 195—Pointers on 


Testing Electric Wiring Systems. Wiring old Cars for Electric Lights. 













































































































430 


DYKE'S INSTRUCTION NUMBER THIRTY-ONE. 



Classification of Anti Glare Devices. 


A, B, C and D, are “diffusing” type 
lenses. As these devices scatter the light in 
every direction, the adjustment of the head¬ 
lamp has little effect on the road illumina¬ 
tion. Both the light and the glare will be 
a little stronger if focus is for a straight 
beam. 

A, Warner: Both siaes of glass covered with 
small lenses. Adjusting focus for straight beam« 
for best lighting—see fig. 65, page 433. 

B, Prismolite: Front of glass covered with small 
pyramids except small spot near center. Adjust 
focus straight beam. 

0, Morelight: Front of glass covered with short 
cylinders, arranged in circles. Adjust focus 
for straight beam. 

D, Stewart: Cup fitting around bulb. Outside 
covered with small lenses. Inside with ribs. 
Adjust for straight beam. 

F, G, H, I, are “deflecting” type of 
lenses, which are intended to be used with 
a straight beam. In making adjustments, 
adjust per plain glass adjustment, page 435, 
except lamp must be moved to the point 
in reflector which gives the smallest point 
of light on the screen or wall, instead of 
making the spot 3 ft. in di. 

F, Sun Ray: Horizontal prisms throw light on 
center of road. Small triangular prisms throw 
a light along sides of road. Adjust for straight 
beam. 

G, Conaphore: Horizonal prisms throw light on 
center of road, cylinders in center throw a soft # 
light along sides of road. Adjust for straight 
beam. 

H, Macbeth: Horizontal prisms throw light on 
center of road and cylinders on inside, spread 
the light to side of the road. Hood at top cuts 
off light from that part of lens. Adjust for 
straight beam—see fig. 66, page 433. 

I, Holophane: Circular prisms at bottom throw 
light on road and give quite a spread. Hori¬ 
zontal prisms and vertical cylinders at toy 
throw diffused light along side of road. Adjust 
for straight beam. 

K, L, M, N, O, P: Are “deflecting” 
type lens designed to be used with a spread 
or crossed beam, depending on whether a 
part of the lens which bends the glare rays 
down is located at the top or bottom of the 
lens. The focus is adjusted to give a beam 


having some spread. Most of these devices 
depend more on the width given to the beam 
by the reflector than they do on cylinders, or 
other devices to add to the spread. On this 
account, these devices are apt to give a lit¬ 
tle greater proportion of diffused light along 
the sides of the road and a little less dis¬ 
tance than devices which are used with a 
straight beam. The cut-off of light at the 
height limit is likely to be not quite so 
sharp as with those just mentioned, on ac¬ 
count of parts of the beam being bent more 
than others. On this account it may be 
necessary to give the beam a considerable 
downward slant to bring the bright light 
below the glare level. This, of course, will 
shorten up the distance to which the road 
will be shown. 

K, Osgood: Horizontal prisms on back of lens 
throw light down on road. Cylindrical section 
on center of front of lens is intended to add 
to the spread of the light. Adjust focus for 
spreading beam. 

L, Lega-lite: Horizontal prisms at top and bot¬ 
tom bend light down on road prisms in center. • 

Outer face is a reverse cylinder to give spread 

to light. Adjust focus for a very slightly 
spreading beam. 

M, Noglare: The ribs or upper part of lens 
spread the light to each side. The plain sur¬ 
face below is slightly frosted and gives a dif¬ 
fused light down the road. Adjust focus for 
crossed beam. 

N, Saferlight: Horizontal prisms on upper half 
throw light down on road. Vertical prisms on 
lower half spread diffused light toward side. 

Adjust focus for spreading beam. 

Ou Letts deflector: A deflecting device. The 
corrugated reflector is placed below the lamp 
and changes the angle of the light striking the 
reflector so that all the rays are sent down on 
the road. Adjust focus for crossed rays. 

P, Fractor: A deflecting device. The prisms on 
the glass cup which is placed below the lamp 
change the angle of the light striking the re¬ 
flector so that all of it is sent down on the road. 
Adjust for crossed beam. 

With any of the deflecting devices it i» 
best to make the adjustment for either 
spread, crossed or straight beam, while the 
plain glass is still in place in your headlamp. 


CHART NO. 190—Classification of Anti-Glare Lens. 

See page 435 for address of manufacturers. Fuses, see page 428. 

Standard diameter sizes of lens are: 8, 8%, 8V*, 8%, 8%, 8%, 8%. 9. 9V*. 9Y 2 , 9% and 10 inches. 










































INSTRUCTION No. 31. 431 

LIGHTING A CAR: Electric Lighting, Gas Lighting, Oil. 


There are three methods for lighting a 
car: Acetylene gas, electricity and kero¬ 
sene oil. 

The gas light can be produced from car¬ 
bide in a “generator ’* or it can be stored 
in a “gas tank” and carried on the car. 

Electric lights are supplied with electric¬ 
ity from a storage battery. When the stor¬ 
age battery run* down, it can be recharged 
from an outside source, or from a dynamo, 
run from the engine. 

*The old style “carbon filament’’ in the electric 
globe, consumed so much current it was difficult 
to obtain a storage battery in a reasonable size 

Automobile Electric 

There are three methods of furnishing cur¬ 
rent for car lighting; 

(1) Independent storage battery system. 

(2) Generator and battery system. 

(3) Independent generator system. 

(1) Where an independent storage bat¬ 
tery system is used the capacity of the bat¬ 
tery must be great enough to run the head¬ 
lamps and rear lamps for a reasonable time 
before the battery has to be recharged. 

From the lamp table page 434, we find that 
a current consumption of 7.85 ampere is re¬ 
quired for headlamps and rear and dash 
lamps, the equipment of the average car. 

A 100 ampere hour flighting battery would 
run these lights for about twelve hours 
steady burning.t Under average conditions 
this would mean that the battery would 
have to be recharged about once a week. A 
120 or 150 amp. hour battery will not cost 
much more than a 100 ampere hour and 
will give better service. 


and weight which would supply current for any 
length of time. The filament in the “Tungsten 
Mazda’’ globe reduces the current consumption 
and is not liable to break with the usual motor 
car vibration. 

Lights on the car may he divided into those 
which are required by law (headlamps and rear 
lamps) and those which add to the convenience 
and comfort of the driver and his passengers. 

Although some of the older pleasure cars and 
some trucks and other slow moving vehicles are 
still equipped with gas or kerosene lamps, elec¬ 
tricity is the standard method of car lighting at 
the present time. 

It is well worth knowing that any oil lamp can 
be quickly and inexpensively convered to electric 
by obtaining “adapters’’ from any of the acces¬ 
sory dealers. See chart 195. 

Lighting Systems. 

(2) Generator and Battery System. 

The advantage of this system is that it 
automatically keeps the battery charged 
and permits more current to be used for 
lighting without danger of running down 
the battery while on the road. An example 
is shown on page 343 and 342. 

(3) Independent Generator System. 

The Ford as an example: The generator 
in this system delivers alternating current 
which is used for both lighting and igni¬ 
tion. Battery cannot be charged with alter¬ 
nating current, and on this account the lights 
can only be run when the generator is run¬ 
ning and the strength of the light varies 
with the speed of the engine unless some 
type of regulator is installed. 

This system is used only on Ford cars, page 265. 

Another type of magneto which, if run fast 
enough will light electric lamps is the inductor 
type magneto, per fig. 8, page 256, or fig. 4, page 
264. The “shuttle’’ type armature magneto will 
not light lamps. 


Candle Power, Voltage and Amperage of Electric Lamps. 


The candle power of a lamp is expressed as c. p. 
Alhough we speak of a lamp as being 24 c. p., we 
really refer to the spherical c. p. This means that 
24 c. p. is sent out in every direction. A reflector 
does not increase tbe brilliancy of the light from 
the filament, it simply takes the total amount of 
light which is thrown in all directions, and con¬ 
centrates it in one direction. For instance, with 
a “spreading beam’’ the brilliancy is not as in¬ 
tense as if a “straight beam.’’—see page 433. 

The voltage is usually that of the battery, but 
quite often to save the lamp from burning out, a 
lamp of one or two volts higher is used. For 
instance, if 6 volt lamp is used on a lighting 
circuit using a 6 volt battery the light would be 
bright as long as battery was fully charged. If 
a generator is used to charge the battery and sup¬ 
ply current for the lights when car is running 
over 10 or 15 m. p. h., then the probabilities are 


the generator would develop a slightly higher 
voltage than the battery—result would be that 
the higher voltage would increase the brilliancy 
of the lamps and cause them to burn out quicker 
than if voltage was exact or less than that of 
lamp. Therefore, quite often higher voltage lamps 
are used, say 1 or 2 volts higher. 

The amperage or quantity of current consumed 

is governed by the candle power of the lamp— 
the c. p. averages from 2 to 32. The higher the 
candle power the more voluminous is the light— 
if voltage or pressure is in accordance with that 
of the lamp—therefore the higher the c. p. the 
more current or amperes consumed per hour. 

Watts: if you multiply the volts by the am¬ 
peres the result is expressed in “watts.” For 
instance: 6 volts by 2 amperes, gives 12 watts 
(there are 746 watts to a horse power). 


Where Lamps are Placed. 


Head lamps of which there are two, are usu¬ 
ally connected in parallel and the candle power 
varies from 17 o 32 c. p. each. 

**Side lamps, one on each side, usually con¬ 
nected in parallel, average 5 or 6 c. p. 

Spot lamp—only one is used, usually a nitrogen 
lamp of 20 or 32 c. p. 

Rear lamp also called tail lamp, always with a 
red lens in rear and white light to side, to illum¬ 
inate the license number, is usually 2 c. p. 


The tail light and instrument lamp are usually 
connected in series, as shown at A, page 426. If 
the rear lamp should burn out, the instrument 
lamp would not burn and vice versa. 

This is an advantage, because the law requires 
that rear light burn during the night. Being 
unable to tell from the seat if rear light should 
fail, this method is used. The voltage is just 
one half of that of the regular lighting circuit 
when nonnected in series. 


*The carbon filament lamp is the old style lamp using a filament chemically treated and in a vacuum. 
Electric lighting troubles, see page 419. tSee page 441. tA lighting battery (120 to 150 amp. hour 
capacity) can be used for both lights and ignition, but an ignition battery is usually but 60 ampere 
hour capacity. A starting motor battery can be used for lights, ignition and starting, but due to 
the great quantity of current reuired for starting motor the connections are heavier. 

♦♦Side lamps are seldom used, but small 5 or 6 c. p. bulbs are used in the headlamps for city driving and 
are often termed “dimmer lamps.” 


132 


DYKE’S INSTRUCTION NUMBER THIRTY-ONE. 


Step lamp—two of which are sometimes placed 
Just below the doors, are usually 5 c. p. 

Dash or Instrument lamp, placed over the in¬ 
struments, as the speedometer, ammeter,—2 c. p. 

Inspection or trouble lamp—is a lamp and ex¬ 
tension cord, carried under the seat and in case 
of need is connected in dash lamp socket—5 c. p. 

Tonneau lamp—back of front seat—5 c. p. 


Dome lamp—placed in ceiling of car—5 c. p. 

Pillar lamps—usually two, placed on rear pil¬ 
lars, one on each side in rear of car—5 c. p. 

It Is advisable to use the best grade lamp, as 
low a candle power, and as few lights as pos¬ 
sible if the battery does not get sufficient charg 
ing from the generator. 


Automobile Electric Lamp Bulbs. 


$Two types of lamps are used for car 
lighting; the vacuum type, usually known as 
Mazda B, and the nitrogen gas filled lamp 
known as the Mazda C. 

The source of light is the fine wire at the cen¬ 
ter of the lamp bulb, known as the filament. The 
current heats this wire white hot. If bulb was 
designed for 6 volts and circuit was 12 volts, then 
this wire would become so white it would burn 
up. If designed for 12 volts and circuit was 6 
volts, the filament would be yellow and dim. 

The voltage lamp to use depends upon the volt¬ 
age of system. If you do not know this, count 
the cells of storage battery, each cell gives 2 
volts—or see table, page 434. 

Mazda B lamps page 434, usually have this wire 
or “filament” made up in the form of a spiral 
about %6 of an inch long, and % of an inch in 
diameter. This gives a uniform distribution of 
light all around the spiral. 

Mazda C lamps page 434, usually have the fila¬ 
ment made up in the form of an inverted V. In 
most type 0 lamps the V is about % of an inch 
high and about the same distance across the base. 
Some makers of type C lamps make the V about 
in. long and % in. across the base. This 
form gives a much better distribution of light 
than the short V. 


The Mazda “C” lamp is brighter and gives 
more c. p. for same amperage consumption, but is 
more sensitive to voltage variations—see foot note. 

Note—As the lamps become older, the current 
consumption increases. If the glass of the lamp 
bulb is blackened or the filament bends down if 
less than its rated (c. p.) is being used, it will 
be best to replace the lamp bulbs. 

Standard Lamp Sizes. 

The Mazda B lamp, page 434, is designed for 
all lights, as rear, side, head. It is made in 
6 to 8 volt, 12 to 16 volt and 9 volt for the Ford. 

The Mazda C lamp, page 434, is designed for 
headlights and spot lights and is made in 6 to 8 
volt, 12 to 16 volt and 9 volt for the Ford. 

Candle power of above lamps are given in table 

page 434. 

Where 24 c. p. or less is used in headlamps, the 
type B will usually give the best satisfaction, even 
though they take 20 per cent more current, due to 
the sensitiveness of the C lamp, as per foot note. 
The spiral filament of the B lamp also gives a bet¬ 
ter distribution of light than the 0 with a short 
filament. 

Where more than 24 c. p. is desired, the type 
C must be used, but those with a long V are pre¬ 
ferable. 


Types of Lamp Bases. 


The lamp base is that part which fits into the 
socket. There are four types as explained under 
the illustration. The illustrations are full size. 



Fig. i—Double contact bayonet base. 
Fig. 2—Single contact bayonet base. 
Fig. 8—Candelabra screw base. 

Fig- 4 —Miniature base. 


Figs. 1 and 2 are the two types used for auto¬ 
mobile work, are also known as the “Ediswan” 
DC and SC base; (DO meaning double contact 
and SO, single contact, also designated as D and 
S, also E. D. and E. S.) 

Fig. 1—is used where cars are equipped with 

the “two wire” system. 

Fig. 2—For “single wire” or grounded return. 

Figs. 3 and 4—Seldom used for automobile 

work—used extensively for decorating purposes. 

Lamps must be selected to correspond to the 
socket used. 

Adapters consisting of small fibre discs with 
metal inserts can be secured at small cost and will 
enable both kinds of bases to be used in either 
kind of socket. 

For voltage and base used on the different cars 
see page 434. 


Headlamp Adjustments. 


The light you get on the road will depend on 
the candle power you get from the lamp in the 
reflector; on the focus or adjustment of the lamp 
in relation to the reflector; and on the direction 
in which the headlamp itself points. 

Different Focusing Adjustments. 

Getting the lamp bulb in the proper relation 
to the reflector to give the best light on the road 
Is called focusing. All headlamps are provided 
with some means of moving the lamp bulb back 
and forth along the center line of the reflector 
which line is called the axis. The four types of 
adjustments, figs. 6, 7, 8 and 9, shown, should 
cover practically all of the headlamps used. 

Fig. 6: Has an 
adjusting screw or 
knob near the cen¬ 
ter, on the rear of 
the headlight shell. 
The lamp bulb is 
moved forward by 
turning the screw or 
knob (1) to the left 
and backward by 
turning it to the 
right. 




Fig. 7: The lamp is held in place by a ratchet 
device (2). The lamp is moved forward or back by 
grasping the bulb and either turning the bulb to 
the right or by pressing it to one side or the other 
to disengage the ratchet, and then pulling or push¬ 
ing the lamp in its socket to the next notch in the 
ratchet. If the lamp doesn’t move easily, remove 
reflector and see how ratchet works. 




Fig. 8: The ad¬ 
justment is made by 
turning the large 
screw (3) in the rim 
of headlight front 
just at the edge of 
the reflector. By turn¬ 
ing this screw to the 
right it will move the 
lamp forward in the 
reflector. Turning it 
to the left moves it backward in the reflector. 


Fig. 9: The lamp is held in place by a set 
screw (4) in back of the reflector. When the set 
screw is loosened, the lamp may be moved back¬ 
ward or forward. The set screw must be tight¬ 
ened securely to hold the lamp in place. 


4:The vacuum lamp uses a “Tungsten” filament instead of a “carbon” filament. The air is withdrawn 
from bulb hence a vacuum. The gas filled lamp also uses a Tungsten filament but the bulb is treated 
with nitrogen gas whieh increases the brilliancy by increasing heating intensity of the filament. For 
this reason the “eas filled” lamp is very sensitive to increase of voltage and is best adapted for 
“constant voltage regulated generators—see page 925. 





































433 


ELECTRIC LIGHTING. 


Relation of Focus to Light on the Road. 


A parabolic type of reflector, made of 
metal with a highly polished silver surface, 
is used in most headlamps. If a lamp was 
used without a reflector the light which 
leaves the lamp filament would be thrown 
in every direction per fig. 70. When a re¬ 
flector is used, the light from the lamp fila¬ 
ment is concentrated all in one direction, 
per fig. 71. See also, “ candle power,'' page 
431. 


A ray of light 
is the light 
which falls on 
any one point 
of surface of 
reflector and is 
sent off from 
that point. 

A heam is the 
toal mass of 
light rays leav¬ 
ing the open¬ 
ing in reflector. 

One of the fundamental laws of light is, 
that the angle at which light leaves a sur¬ 
face is the same as the angle at which it 
strikes the surface. By referring to figs. 22, 
23, 24, note angle which is made by the 
rays of light leaving the surface of the 
reflector at H, M, and N, is the same as 
the angle made by the ray of light striking 
the reflector at the same point. The angles 
at which the rays strike the reflector are 
called “ angles of incidence" and those leav¬ 
ing the reflector are called “angles of re¬ 
flection." 



(XY fig. 22) throughout its entire length. 
A straight beam gives a very narrow 
streak of light down the center of the 
road like a spot light; but no light to the 
side of the road. 

Fig. 23 shows the form of beam leaving the 
reflector when the filament O, is back of 
the focal point X. The rays spread or 
diverts from one another and form a 




spreading beam, with its narrowest point 
at opening of reflector, XY. Note that 
the light rays which leave the headlamp 
at a rising angle are those which come 
from the upper half of the reflector. 

Fig. 24 shows the effect of bringing the fila¬ 
ment O, ahead of the focal point X. This 
formp what we call a crossed beam. Note 
that the light rays which leave the head¬ 
lamp at rising angle are those which come 
from the lower half of reflector. 

Anti Glare Devices. 

In most states, laws are being enforced to 
prevent glare. The light which produces 
glare is that part which leaves the headlamp 
at a rising angle and so never hits the road, 
but does hit the eyes of approaching drivers 
or pedestrians. These rays may come from 
either the top or bottom of reflector, de¬ 
pending upon the position of the lamp in 
the reflector. 

Methods For Reducing Glare. 

(1) By using a very low candle power lamp; 
dimming the headlamps; using whiting, semi¬ 
transparent paint or colored glass. Low can¬ 
dle power lamps reduce the brilliancy and col¬ 
ored glass or paint absorb part of the light 
and reduce the lighting effect desired and are 
unsatisfactory. 

(2) By tipping the reflector forward enough to 
bring the upper edge of beam below the 
average eye level (*42 inches is the usual 
legal limit.) The distance to which the road 
will be lighted is very much shortened. 

(3) By diffusing the light by means of ground 
glass, office partition glass or specially de¬ 
signed “diffusing” lens, having its surface 
covered by a large number of small lens or 
pryamids. With diffusing lenses there is a 
tendency to glare if the candle power of lamp 
is sufficient to light the road, as the light is 
thrown in all directions. 

(4) By using “deflecting lenses which bend or 
deflect that part of beam which leaves the 
headlamp at a rising angle and direct this 
part of the beam back to the road level. De¬ 
vices of this kind have the advantage of be¬ 
ing able to limit the glare without cutting 
down the distance to which the light will be 
thrown on the road. 

Some of the deflecting lenses which are con¬ 
structed so as to affect all of the light leaving 
the headlamp, make it hit the road nearer 
to the car than it would with clear glass. 


Fig. 65 is an ex¬ 
ample of a diffusing 
type lens. Both 
sides of glass are 
covered with small 
lenses. Adjust for 
a straight beam for 
best results. 

Fig. 66 is a de¬ 
flecting type lens. 
The horizontal prisms 
throw light on center of 
road and cylinders on in¬ 
side, spread toward side 
of road. Hood at top in¬ 
tended to cut off any 
stray rays of light which 
might leave the headlamps 
at a rising angle. Adjust 
for a straight beam. 

Fig. 73 is a deflecting 
type lens explained on 
page 435. Adjustment is 
Fig. 73. for a spreading beam. 



and are not desirable. 



Fig. 65. Fig. 66. 


*The most common “glare height” regulation in regard to headlamps is that at a point 75 feet or more 
ahead of the car, the concentrated beam from the headlamp shall not rise more than 42 inches above 
the road level, when the car is standing on a level. In the latest headlamp regulations, the height 
has been raised to 60 inches from the road surface, and the intensity of the light is limited to a 
maximum of 800 candle power above this point. 


































434 


DYKE’S INSTRUCTION NUMBER TIIIRTY-ONE, 


C»r and 
Modal 

HEAD 

LAMPS 

SIDE ' 
LAMPS 

TAIL 

LAMP 

DASH 

LAMP 

Fuaoa 

Amp. 

Sock¬ 

et 

Wir¬ 

ing 

Sya- 

Type of 
Dimmer, 

Car and 

HEAD 

LAMPS 

SIDE 

LAMPS 

TAIL 

LAMP 

DASH 

LAMP 

Fuier 

Amp. 

Sock¬ 

et 

Wir¬ 

ing 

Sya- 

Type of 
Dimmer. 


Volt. 

Cp- 

Volt. 

C P . 

Volt. 

Cp. 

Volt. 

Cp. 


tern 



Volt. 

Cp. 

Volt. 

Cp. 

Volt. 

Cp 

Volt. 

Cp- 





Abb.tt-D.tr.it. 

5-8 

15 

6-8 

4H 

6-8 

2 

6-8 

2 


E.S... 

s.... 


Lexington.. 6R 

7 

30 



6 

2 

6 

4 

15 

E.S... 

S. . 

D. Bulb. .. 
Hdlamps. 

Alton HI 

Amoticin .. , B 
Andonon .. ,W 

6-8 

18 

6-8 

4 

6-8 

2 

6-8 

2 

15 

E.S.,. 

s ... 

D.Buib. 



32 


• 



V • 



* . w 



15 

21 

18 

15 

18 

24 

6-« 

6-8 


3-4 

6-8 

6-8 

6-8 

6-8 

6-8 


3-4 

6-8 

0-8 

6-8 

6-8 








6 

15 

21 











6-8 

6-8 

6-8 

6-8 

6-8 

4ri 

12H 

d 

4 

4 

ZU 

10 

25 

E.S... 
E.D... 
E.S... 
E.S... 

3_ 

s..._ 

Warner lens.. 
Resist.. 

Liberty 10B 

6-8 

6-8 

6-8 

H 

0 

6-8 

6-8 

2 

4 

6 A 

6-8 

6-8 

6-8 

2 

4 

io 

E.S... 
E.S.. 

s. 

Resist. 

Apptrton .... 
Auburn 39 B .. 
Auburn44 .... 

Austin..*.. . . 

6-8 

6-8 

6-8 

4 

12 

411 

2 

2 

2 

4 

2 

2 

2 

D,... 

S. 

S. 

S-- 

McFarlan .. X 
Madison.. . . 

6-8 

6-8 

24 

15 

6-8 

6-8 

12H 

OH 

6-8 

6-8 

2 

4 

2 

4 

JO 

5 

EJ3. 
E.S... 

s. 

s. 

s..:.. 

Warner Icna.. 
Serio».,i.... 


6-8 

6-8 

6-8 

6-8 


15 

10 

10 

20 




M a iboh in A 

12 

6-8 

6-8 

12-16 

6-8 

18 

12 

4 

6 

2 

6 

2 

9 

None 

15 

20 

20 

10 

50 

E.S. . 
E.S ... 
E.S... 
E.S... 
E.S . 
E.D... 
E.D. 


Bell.;...W 

Biddle H 

Brewster. 

6-8 

6-8 

12-16 

6-8 

18 

21 

40 

21 

6-8 

6-8 

12-16 

4H 

411 

4H 

• 

6-8 

6-8 

6-8 

6-8 

s. 

s_: 

s>. . 
3. 

2 

2 

2 

2 

2 

2 

2 

2 

E.S... 
E.S... 
E. S._ 
E.S... 

S- 

s. 

s..._ 

s._... 

Resist. 

D 

Marmon.34 

Maxwell. 25 

Mercer Ser.4 

24 

24 

21 

6-8 

12-10 

6-8 

8H 

4 

4H 

6-8 

12-16 

6-8 

4 

2 

4 

6-8 

12-16 

6-8 

4 

2 

4 

Warner lens. 

Resist. 

I) bulb. 

Shad. rays.:. 
Series. 

8our Datii .,. 
Buick .... ■■ 

6-8 

6-8 

15 

15 



8-8 

6-8 

2 

6-8 

6-8 

2 


E.S... 
EJS... 

Metz. 25 

6-8 

15 

6-8 

0-8 

2 

6-8 

2 • 

S.. . 

s. 

6-8 

4H 

2 




Mitchell . D-41 
Mollne-Knight 

6-8 

15 



6 8 

2 

6-8 

2 

20 



9. . .. 


6-8 

OH 

6-8 

2 

6-8 

4 

20 

k.s. .:. 

3..:.. 

Defleet. 

















1). Bulb. 

Warner lens.. 
Warner lens.. 

Cadillac ... .57 
Case U 

6-8 

6-8 

18 

18 

6-8 

6-8 

. 6 • 

4H 

3-4 

6-8 

.2 

2 

3-4 

6-8 

2 

2 

C.B. 

20 

fml 

E.S... 

E.S... 

S-- 

s... 

Hdlamps.... 

Monroe. 

Moon 

Murray 70T 

6-8 

6-8 

6-8 

15 

15 

18 

0-8 

6-8 

2H 

4H 

6-8 

6-8 

6-8 

2 

2 

2 ‘ 

6-8 

6-8 

6-8 

2 

4 

z 

20 

C.B... 

15 

E.S.. 
E.S . 
E.D. 

s.. . 
3.. : 

Chalm.ra...6-30 

6-8 

15 

0-8 

411 

6-8 

2 

6-8 

2 

r.'V 

fc'.S... 

s_ 










5-8 

5-8 

18 

12 

6-8 

4H' 

6-8 

6-8 

2 

6-8 

'6-8 

2 

\15/ 

20 

20 

E.S... 
E D... 

3.. 

S.... 


Nash. 

6-8 

14 

6-8 

4H 

6-8 

2 

6-8 

2 

C.B.. 

E.8. 

s.-... 

.... .« 

CheTtolet. .4-90 
Chevrolet.. .FA 
Chevrolet .. D 
Cole. 870 

2 

2 


National 

6-8 

18 

6-8 

411 

6-8 

2 

6-8 

2 

5-30 

E.S. , 
E.D. 

s. 

• . 

6-8 

15 



6-8 

2 

6^8 

2 

20 

E.D... 

S. 


Nelson 

12-16 

30 

12-16 

6H 

12-16 

3 

12-16 

3 

D... •. 

. 

6-8 

6-8 

15 

21 

6-8 

4H 

6-8 

6-8 

2 

4 

6-8 

6-8 

2 

6 

20 

E.S.-.. 

1K.S... 

s. 

s._... 

...... ... 

Oakland 3 l-B 

6-8 

15 



6-8 

2 

6-8 

2 

. , 

E.S. 

E.S. 

E.S. 

E.D.;. 

3.. . 

Resist. 


6-8 

15 

6-8 

4 

6-8 

2 

6-8 

2 

None 

E.S... 

S- 


Oldsmobile 37 
Olympian. 
Overland . 

6-8 

6-8 

6-8 

15 

6-8 

4H 

6-8 

6-8 

3-4 

2 

6-8 

6-8 

3-4 

2 

2 

• . * * * 

S..;... 

s. 

Resist. . ' . 
Series.'- ... 

Commonwealth 

6-8 

6-8 

15 

15 

6-8 

4H 

6-8 

6-8 

4 

4 

6-8 

6-8 

2 

2 

15 

E.S... 
E.S .. 

s.-.. 
s_ 


15 

16 



2 

2 

20 

Crow-Elkhart 
Cunningham .V 

6-8 

6-8 

15 

15 

6-8 

6-8 

4H 

4 

6-8 

6-8 

2 

6-8 

6-8 

2 

10 

15 

E.D... 
E.S... 

s.„.. 
s. 

Series.--- 

Warner lens,, 

Owen 0-36. . 
M-? 1 ' 

28 

14 

28 

21 

21. 

21 

28 

14 

28 

4H 

4H 

4H 

28 

14 

28 

2 

2 

28 

14 

28 

2 

2 

10 

10 

E.D. 
E.D. . 


• **♦ * 

4 

4 

W-42 .. 

2 

2 

10 

E.D.. 

D. 

....... .... 


6-8 

18 

6-8 

4H 

6-8 

2 

6-8 

2 

15 

E.S... 

s. 

Warner lens. 

Paige. 

6-8 

6-8 

4H 

6-8 


6-8 


20 

E.S.. 




6-8 

15 

15 


6-8 

3-4 

4 

6-8 

3-4 

4 


E.D... 
E.D... 
E D 

s 

Warner lens.. 

15 

12 

2 

2 


Dixie Flyer. 

DoS!e-Detroit . 
Dodge Brother! 

6-8 



2 

2 

10 

D. 

Paterson. 6-45 

6-8 

6-8 

811 

3-4 

2 

3-4 


2 

E.S... 
E.S... 
E.S... 
E.S.. 
E.S.. 


Warner lens.. 

D Bulb. 

Warner lens.. 
Suttcrly..... 
Resist. 

12-16 

32 



6-8 

2 

6-8 

2 

None 

s. 


Packard . . 

6-8 

24 

6-8 

6 

6-8 

2 

6-8 

4 

10 

s. 

12-16 

15 



12—1G 

2 

12-16 

6-8 

2 

E.S... 
E.S . 

s 


Pan-American. 

6-8 

15 



6-8 

2 

6-8 

2 

20 

s. 

6-8 

15 

6-8 

4H 

6-8 

2 

2 

15 

s. 


Peerless.. . . 56 

6-8 

15 

6-8 

4 

6-8 

2 

6-8 

2 

10 

S... . 


6-8 

15 

6-8 

4 

6-8 

2 

10 

E.S... 

9 


Pierce-Arrow. 

6-8 

21 

6-8 

4 

6-8 

4 

6-8 

4 

10 

S-. 








6-8 



6-8 

2 

6-8 

2 

. . . 

S. . 4 . . 

Elgin.. A 

6-8 

21 

6-8 

4H 

6-8 


6-8 


20 

E.S... 



Premier 6-C..... 

21 

6-8 


6-8 

2 

6-8 

3 


E.S.. 



2 

2 

3. 

.. . ....... 










6-8 

15 

6-8 

6-8 

4H 

6-8 

3-4 

2 

6-8 

3-4 

2 

15 

20 

E.S... 

E.S... 

3 












E.S. . 
E.D... 

s. 

Resist_. 

Empire. 

6-8 

15 

4H 

2 

2 

S. 


Regal J 

Reo.M 

Reo T 

6-8 

21 



6-8 

4 

6-8 

2 


c:.i F—17 

6-8 

6-8 

15 

6-8 

4H 

6-8 

2 

6-8 

4 


E.S... 


Warner lens.. 

6-8 

0-8 

15 



3-4 

3-4 

2 

2 

3-4 

3-4 

2 

2 

5 

5 

D.e_ 

Resist. 

Ford. T 

**•*•' 

. 








E.S... 
E.S... 
E.S... 

S..U.V 

s... 

« 


12-16 

21 

12-16 

4H 

6-8 

2 { 

6-8 

12-16 

2 1 
2 / 
3 

10 

rc d... 



Saxon. 

6-8 

12 

15 



6-8 

2 

6-8 

6-8 

2 

2 

15 

D Bulb...:.. 


1 






O-o 





'io' 

s .... 


F.R.P ...45-B 

12-16 

25 

12-16 

6 " 

12-16 

3 

12-16 

6-3 





!2eT6 

6-8 

40 

32 

18 

12 jfi 

4H 

6-8 

2 

6-8 

2 





Singer— .17 

Standard. G 


6-8 

2 

6-8 

2 

5 

E.S... 

s. 

Warner lens.. 

Clide. 6^40 

6-8 

15 

6-8 

4H 

6-8 

2 

6-8 

2 

15 

E.S 

s. 


6-8 

6-8 

4 

6-8 

2 

6-8 

2 

15 

E.S... 
E.S... 

s..... 

Warner lens.. 
Controllite... 

Grant.. G 

6-8 

15 

6-8 

4H 

6-8 

2 

6-8 

2 

20 


s. 

Resist..._ 

StanlcySt eame r 

6-8 

18 

24 

6-8 

4H 

6-8 

2 

0-8 

2 

"26" 

20 

s....* 







12-16 


4H 

12-10 

9 . 

12-16 

2 

E.S... 
















JlCdlllSk>|kO . 




E.S.. 



Halladay. 

6-8 

15 

6-8 

4H 

6-8 

4 

6-8 

2 


E.S... 
E.S. :. 
ED.. 

s 


SKL-4 

12-16 

18 

21 

12-16 

6-8 

4H 

12-16 

2 

12-16 

2 

S. 

... ..... 

Harroun_A-l 

6 

6-8 

15 

15 


2 

2 

3 

6-8 

2 

2 

15 

5 

S. 

D... 


6-8 

4 

6-8 

2 

6-8 

2 





6-8 

12H 

6-8 


Studehalter . 






10 

E.S.,. 


Resist-. 


6-8 

15 

6-8 

2 

6-8 

2 

20 

E.S... 
E S. 

Si_ 

S 


SH,EH,EG 

6-8 

12 



6-8 

2 

6-8 

2 

S, •• 


6-8 

15 



3-4 

2 

3-4 

2 

Resist.'- 

Stutz. .. . S 

6-8 

18 

6-8 

4H 

6-8 

2 

6-8 

4 


E.D. . 

D..;.. 

Warner lens. 

Hupmobile. R 

6-8 

15 

6-8 

2 

6-8 

2 

6-8 

2 

15 

E.S... 

s.:... 








E.S... 


Mac Beth. ... 




Templar . . 

6-8 

.18 

6-8 

4 

6-8 

2 

6-8 

2 


s. 

Inter-State . .T 

Jackson 349 

Jones . 27ABC 

6-8 

6-8 

6-8 

15 

15 

21 

... . 

. .. 

6-8 

2 

6-8 

(L.Q 

2 

10 

E.D... 

s. . 

s’.... 

s... 

Resist.... , 

6-8 


4 

3-4 

2 

3-4 

2 

5 

E.S... 


“Liberty” 

•• lens 



6-8 

2 

6-8 

2 

6-8 

2 

15 

E.S... 

Resist . 





4H 




E.S:. 


Warner lens. . 

Jordan .5-60 

6-8 

18 

6-8 

4H 

6-8 

3 

6-8 

3 

20 

E.S... 

s. . 


Westeott S—IS 

6-8 

15 

6-8 

3-4 

2 

3-4 

2 

. 

s. 






White 

Willys-Knight. 

12-16 

25 

12-16 

4H 

12-16 

2 

12-16 

4 

C.B.. 

E.D... 

D. 

Warner lens. . 

King .. F 

6-8 


6-8 

4H 

6-8 


6-8 


10 

E.S... 


Series. 

6-8 

16 



3-4 

2 

3-4 

2 


E.D... 

s 










20 




6-8 

IS 



6-8 

2 

6-8 

2 

20 

E D... 

s . 


Winton. 33-48 
Woods 51 

6-8 

21 

?5 

6-8 

30 

12 

6-8 

4 

6-8 

2 

E.S... 

s. . .. 

. . 

Kline . 6-38 

6-8 

15 

6-8 

4 

6-8 


6-8 

2 

15 

R S 

S- 


00 

8H 

30 

10 

30 

10 

10 

E.D. 

iD... 

. ,.Y 














1 





ABBREVIATIONS:—C.B.—Circuit breaker (see page 377). D.—Double wiring system. E.D.—Ediswan 
double contact (see page 433). E.S.—Ediswan single contact. H.—Small bulbs in head-lamps for city driv¬ 
ing. Resist.—Resistance. S.—Single wiring system. Series—Series connection. (Motor World.) 

Above are 1918 c. p. bulbs. As bulbs have now been standardized as below, it will be necessary to call for 
nearest c. p.—as per table below. See page 543 for 1919 Lamp Bulbs. 



G- 8 


G- 6 


G- 6 


Westinghouse, 12-16 v. S. C. 
contact base.) 


(D. C. and S. C. means double and single 


CHART NO. 197—Lamp Bulbs; Voltage and Candle Power Used on 1918 Cars and Standard Sizes 
of Bulbs for 1919. See also pages 54 3 to 546. 

























































































































































































































ELECTRIC LIGHTING. 


435 


An ideal light: (1) Sufficient light to illuminate 
road a distance ahead So that driver would have 
ample time to stop before reaching an object and 
penetrative powers in dust and fog. (2) Very 
bright light at edge of road and close to car so 
road could be clearly seen and followed in spite 
of glare from an approaching car. (3) Full width 
of road from fence to fence lighted for at least 
200 feet ahead of car. 



Fig. 72. 

One make of lens designed to meet these con¬ 
ditions is shown in fig. 73, page 433. Note the 
prisms in lower half of lens concentrate the dis¬ 
tance light as shown in A, fig. 72. The diagonal 
prisms in the upper half of lens bend the light, 
which would otherwise cause glare, to light the 
sides of the road from fence to fence (BB, fig. 
72), and give the bright light on edge, of road 
as shown at CC. 

Adjustment and Focus For 
Different Lenses. 

When a “diffusing” type of lens is used it 
makes no difference whether you have a crossed 
beam, spreading beam or straight beam, except 
that where a straight beam is used there will be 
less diffusion, and consequently a stronger light 
ahead of the car. 

When a “deflecting” type of lens is used it is 
absolutely necessary to know whether it is 
intended for use with a spreading, crossed or 
straight beam before the focus can be made to 
insure satisfactory results, therefore manufac¬ 
turer’s instructions should be followed carefully. 

If that part of the deflecting lens which is de¬ 
signed to bend the “glare rays” down towards 
the road is located in the upper half of the lens, 
a “spreading beam” must be used. If located 
on the lower half, a “crossed beam” must be 
used. 

If the device is made of prisms having a uni¬ 
form angle on both upper and lower halves of the 
device, a “straight beam” must be used. 


Checking Lamp Adjustment. 

To find out whether the lamp is set for a 
“spread” or “crossed beam” pass a screen such 
as a piece of board or paper, down in front of 
the headlamp. If the shadow caused by the screen 

moves up as the 
screen moves 
down, the fila¬ 
ment of the 
lamp is in 
front of the fo¬ 
cal point (fig. 

Fig. 10. 10) and you 

have a “crossed beam.” If the shadow moves 
down with the screen, the lamp is set for a 
“spreading beam.” 

Another method to test if light is a crossed 
beam or spreading beam; let the light from the 
headlight shine on a wall or screen 10 or 15 feet 
ahead of the lamp. Then move the lamp bulb 
back in the reflector. 

If the spot on the wall grows larger as the 
lamp bulb is moved toward the back of the re¬ 
flector, the lamp is adjusted for a spreading beam 
and the filament is back of the focal point. 

If the spot on the wall grows smaller as the 
lamp is moved back towards the reflector, the ad¬ 



justment is for a crossed beam, and the filament 
is ahead of the focal point. 

If the filament is moved from as far back in 
the reflector as it will go, to a point as far ahead 
as it will go, you will find that the spot of light 
will first grow smaller and then grow larger, as 
the filament passes the focal point. The point 
where the spot is smallest is the point where the 
filament is practically at the focal point X, and 
the adjustment is for a straight beam. 

These tests are of course, made with plain lens. 

Focusing Headlamps with Plain Lens. 

One plan would be to take car out on a level 
road at night and set the headlamps so that both 
of them point straight down the road. Then ad¬ 
just or focus the position of the lamp in the re¬ 
flector until the light covers a width of about 25 
feet on the road at a point 150 feet ahead of the 
car. The headlamps should be'tipped forward 
slightly, so as to bring the brightest part of the 
light on the road at a point about 150 feet ahead 
of the car. 

If it is necessary to make the adjustment on 
the headlamps during the daytime in a garage, or 
some place of that kind, set the car so that the 
light will shine squarely on a wall or screen 20 
feet ahead of the car, fig. 18. Adjust or focus 
each headlamp separately until the spot thrown 
by each lamp on the wall is about 3 feet in 
diameter. 



wall will be the same as the distance between the 
centers of the headlamps. Tip the headlamps for¬ 
ward so that the centers of the two spots on the 
wall will be about 4 inches lower than the cen¬ 
ters of the openings in the headlamps. This will 
bring the upper edge of the beam as low as prac¬ 
tical without too much loss of distance. 

Note. The above adjustment should only be 
used with plain glass in the headlamps, or with 
diffusing lenses, and may not be correct where 
deflecting lenses are to be used. 


To Clean Reflector and Lens. 

Do not forget that dust or dirt on the reflector 
or on the glass lens may cut down the light on 
the road by more than half. 

To clean reflector, use a 
very soft, clean cloth with¬ 
out using pressure and in a 
circular motion. Never rub 
a reflector with a cloth or 
chamois skin which is cov¬ 
ered with dust or grit.* It 
will scratch the reflector 
and ruin it for service. 

If a reflector becomes tar¬ 
nished or scratched, take it 
to a silver plater and have 
it buffed. It cannot be 
properly polished in any 
other way. 

To Clean tlie Glass Lens. 

Absorbent cotton, dipped in alcohol and lightly 
rubbed in a circular motion over the surface 
will be found efficient. 



Assisted by Mr. Frederick H. Ford. Address of Lens manufacturers: The Roadlighter Lens fig. 72 
and 73, are manufactrued by C. A. Shaler Co., Waupun, Wiscn.; The Warner Lens Co 914 Mich Ave., 
Chicago; Macbeth, by Macbeth-Evans Glass Co., Pittsburg; Legalite, by The Legalite Corpn., Boston, 
Mass • Sun Ray by Prismolite Co., Columbus, Ohio; Conaphore, by Edw. A. Cassidy Co., Madison 
Ave. and 40th St., New York. Woodworth Mfg. Corp’n, Niagara Falls, N. Y. (Clear bight Lens). 











436 


DYKE’S INSTRUCTION NUMBER THIRTY-ONE, 


Gas Lighting. 


rubber 

tubing 




\ 


© 

bQ 


C 

4-> Q 


o a 

P 

H 

3 

O d 


e- -i 

f 

t, 

® 

Sn 

p. 

o 

o 


G®- 0 e %t°r * 

en« r 





\(\Z> 



1 



Fig. 11 — The so¬ 
lar drip type gas 
generator. The used 
up carbide shakes 
through the perfora¬ 
tions into the base 
(T) of the genera¬ 
tor. The water tank 
forms the top part 
of the generator. 


Fig. 1—Showing how small Vs inch copper 
tubing and rubber tubing connects from 
generator to lamps. Note the rubber tubing 
connected from the copper tubing to the 
lamp drops in a curve. This will place the 
rubber tubing at the lowest point. Gas con¬ 
denses and turns to water and the water 
clogs the pipes and gas tips. If this rubber 
tubing is disconnected occasionally the con¬ 
densed water will drain out. 

It is always necessary that the line or 
leads from the gas generator to the lamps be 
on as much of an incline as possible. In 
fact, a draincock could be placed at the low¬ 
est point to advantage. The pipes to each 
lamp should be independent if possible. 

Fig. 11—Explanation of the drip type of carbide generator: The tank (E) 
being filled with water at (D) the water saturates the cotton wick (H) in the 
tube (J) and the valve (F) being turned ON it drops into the screen tube (L) 
passing out of the holes at the bottom, coming in contact with the carbide, forms 
gas which passes out at top of generator through pipe (G). The unused carbide 
held in the cage is separated by the screen in the bottom and the dust or used 
carbide falls to the 
bottom (T) perfectly 
dry. Consequently 
the charge is always 
fresh while it lasts 
and ready to light 
or extinguish, and 
cleaning simply 
means emptying the 
dry dust at the bot¬ 
tom and refilling the 
cage with carbide 
and the tank with 
water. To shut off 
the light turn the 
valve (F) off. (F) 
being a two-way 
valve on the side 
(not lettered) the 
gas then contained 
in the generator pas¬ 
ses out of the two- 
way valve into the 
air thus insuring per¬ 
fect safety. 






Fig. 13—Simple form 
of diving bell generator 
for acetylene gas; called 
the automatic type. 

When the supply to 
lamps is shut off the 
pressure of gas in the 
inner chamber drives the 
water up from the cal¬ 
cium carbide. 


Fig. 16 — Gauge 
reading in atmos¬ 
pheres.* 


Fig. 17 — Gauge 
reading in pounds. 


Fig. 18—Combin¬ 
ation gauge read¬ 
ing in pounds and 
atmosphere. 


Fig. 13—The 
automatic 
type of gas 
generator. 



CAS Ofilf111 
CAS PAS SACS 




Fig 2 — How 
CleaD a Gas Tip. 




cf 

P3I 

=r 

□t) 


L'fl MAM LESS MASS 
0 TUSJMG 


Fig. 20. 


Fig. 3—Interior of a Gas Tip or 
Acetylene Burner. 

Tips are; generally made of lava. Two small 
holes are in each end. only one of these being 
Wnme 8b ®i t0 *5® . e 5' e \ The hole. however, which 
Ur.i““ cI °6Ged is the small hole inside the 

,ar * e ° ne - Fig. 4—Showing End and 

Side View of the Flame 
When Burner is in 
Good Order. 

Lighting the gas by an electric spark: This system 
consists of a special valve and switch placed on the 
dash-board (D) a high tension coil (0), and a special 
gas lighting attachment shown at the left in cut. 

The connections are as follows: The gas tank is 
piped to the valve and connected to a union under it. 
After gas passes through valve it is then carried to the 
lamps. Wire runs from switch to coil and from there 
through primary winding to battery. Through battery 
to ground. 

An attachment (Bl) is placed on each gas tip to be 
lighted. When lever is pressed down this opens • the 
gas and also makes a temporary electric contact and 
spark jumps across points S, and lights the gas. An 
ignition battery or dry cells will do this work. 

See also page 726 for another principle. 


CHART NO. 108—Gas Lighting; Independent Gas Generator and the Gas Tank. 

♦An atmosphere equals 14.7 lbs. at sea level. 

Charts 199 and 200 omitted (error in numbering). 


Fig. 14.—Sectional view of the gas tank. 


Figs. 14 and 14A. The 
pressure gas storage tank 
usually placed on the run¬ 
ning board of car. See 
text for explanation of con¬ 
struction and use. 













































































































437 


ELECTRIC AND GAS LIGHTING. 


Opening Electric Headlamps. 

The “door” to the headlamp may he fastened 
on In one of several ways. There may be a hinge 
at the top and a screw clamp at the bottom or the 
hinge may be at one side and the clamp at the 
other. If no hinge shows, and the “door” over¬ 
laps the shell of the headlamp, the “door” can 
probably be removed by pressing It in, and at the 
same time turning it to the left. 


In some headlamps, the glass Is held in place 
by a retaining spring, which slips in between the 
headlamp shell and the glass. 

In other headlamps, the rim which holds the 
glass is held, up against the shell by a band which 
fits over shoulders on both rim and shell, and is 
drawn up by a screw at the bottom of the head¬ 
lamp. 


These methods of dimming the lights were for¬ 
merly used when car was standing. Most cars 
are now equipped with small lamps in upper part 
of headlamp, which are only 5 c. p., therefore the 
methods described are now seldom used. 


Dimming The Headlight Lamps. 


circuit 




There are two general principles for d imm ing 
lights; by “resistance” (which causes loss of 
current) cut into the circuit (fig. 3), and by 
throwing lights in “series” connections (fig. 2). 

Fig. 1, we will assume all light circuits are 6 
volts in the three illustrations. In fig. 1, the two 
lights are connected in parallel—the terminals of 
each light connect with the six volt circuit. 


Fig. 2; To dim by a “series” connection—the 
switch and wiring is arranged so that the parallel 
connections as in fig. 1 , are cut out, and lights 
are connected so that current from the two light 
wires must flow through both lamps—“serially” 
or generally termed, connected in “series.” * If 
each lamp is 6 volts and there is only a 6 volt 
supply—then each lamp will get but 3 volts or 
half its voltage; hence will burn half as bright. 

ri 


Resistance y<, B f 



Fig. 4. Method 
of increasing bril¬ 
liancy of lamps, 

when a “resis¬ 
tance” type of 
dimmer is used. 

Note, part of 
the resistance 
wire is short cir¬ 
cuited by binding 
as shown. 

Fig. 4. 

When German silver wire or some other form of 
resistance is used for dimming lights the prin¬ 
ciple is to cut this resistance into the line as 
shown in (fig. 3). The lights will then be dim¬ 
med according to the amount or length of wire 
placed into the circuit. 

A switch (S) can be arranged so that by plac¬ 
ing point of switch blade on WI, fig. 3, the 
resistance is cut out. \Y hen connected with wire 
W—it is cut in. 

To vary the intensity of the headlights when 
dimmer is in circuit (Delco system, page 391), 
is merely a matter of shortening the path of the 
flow of current (the dimmer “resistance” wire) 
—which can be done by tieing one coil together, 
which will make considerable difference, fig. 4. 

To do this; it is necessary to remove the switch. 
Remove the four bolts passing through housing 
at back of switch. The housing will then come 
apart. Remove No. 1 wire which connects with 
generator, before dismantling switch. Otherwise 
a short circuit will result. 


A “Spot” 

Is a type of lamp, which can be placed on the 
wind-shield, and turned in any direction by hand. 

It is also well adapted for army use. 

Where a great deal of night .driving is done or 
a cross-country trip made, a spot light is of great 
convenience. It is fastened close to the driver's 
hand and can be directed at any spot desired. 

Adjustment is for a “straight-beam” with fila- 


Light. 

ment exactly at focus point, see fig. 22, page 433. 

Spot lights are prohibited in some states, and 
in others the law requires that the light be thrown 
on the ground, not more than 60, 75 or 100 feet 
ahead of car and must not be directed in the faces 
of persons approaching. 

Elecric bulb is usually nitrogen type 20 or 
32 c. p.' 


*Gas Lighting—see page 436. 


There are two types of gas or carbide genera¬ 
tors in use: the drip type and the automatic type. 

In the “drip” principle of generation, the 
water is usually arranged to drip directly on 
the carbide, and the amount of gas formed is 
regulated by a tap which allows more or less 
water to come in contact with carbide. (Fig. 11.) 

A modification ©f this system, allows the water 
to drip down a perforated metal tube, surrounded 
with carbide, and thus the water gradually soaks 
through the carbide. 

All generators are now made specially with a 
view to ease of detachment, refilling or charg¬ 
ing, and cleaning; this latter is specially im¬ 
portant, as any neglect to clean out the lime resi¬ 
due from the container immediately after a 
period of use renders cleaning a matter of con¬ 
siderable difficulty. 

Another important detail in working a genera¬ 
tor is always to obtain the best quality of car¬ 
bide, keep it in a thoroughly dry place, and 
tightly sealed up to prevent deterioration. 

Fig. 13. The automatic type of generator; in 
some respects, is simpler and gives a better reg¬ 
ulation of the gas, but it does not seem to be 
always reliable. 


In brief, the working is as follows: The car¬ 
bide is contained in a bell or chamber, with 
perforated sides and bottom, to admit water freely. 
This bell has a suitable outlet for the gas. 

It is supported inside an outer vessel or tank, 
to hold the water. Immediately the water comes 
in contact with the carbide gas is generated and, 
if the supply tap is open this gas will pass on 
to the lamps. Should the tap be closed, the pres¬ 
sure exerted by the gas then acts inside the bell, 
and drives the water away from the carbide. 

Should the generation of gas still continue 
for some time, it will force its way through the 
water and escape into the atmosphere, through a 
small vent hole, so that no dangerous pressure 
can develop within the generator. 

It will be seen that an automatic regulation 
of the gas is thereby obtained, because immedi¬ 
ately more is being generated than can be used; 
the water is driven away from the carbide, but 
as soon as there is a demand for more gas the 
pressure inside the bell falls and water re-enters. 

The gas outlet pipe and cotton wool or horse¬ 
hair filter, whence the gas reaches the top or, to 
which the tubes are connected to the lamps is 
shown at (AA). 


*Gas lighting is now seldom used, but is explained for the benefit of the reader 





























































438 


DYKE’S INSTRUCTION 


NUMBER THIRTY-ONE, 




A gas bag is provided on the gas outlet pipe 
in§ide the generator to steady the pressure. 

The carbide container lifts right out of the 
tank by unscrewing the nuts (D D). 

The tank is filled up from the aperture (K) 
in the plug of which is a small vent acting as a 
safety valve. In this, as in other forms, the 
gas can be turned on and off any number of 
times till the carbide is all used up. 

♦Gas Burners;—Also called Gas Tips. 

The gas burner is made up in various styles, and 
consumes from .25 to 1.5 cubic feet of gas per 
hour. By referring to figs. 3 and 4, chart 198, 
the reader will observe the construction. 

If acetylene gas was used with an ordinary jet, 
it would have a yellow tint, but the oxygen drawn 
into the tip through the large hole raises the tem¬ 
perature of the flame to a point where a white 
blaze is obtained, therefore it is necessary that 
the smaller hole in the burner be kept clean. 

If the flame is yellow and dim the above is 
probably the cause, or the pipe line needs blow¬ 
ing out, or the generator needs cleaning. 

If the independent generator is used, it is im¬ 
portant that all parts be perfectly clean and 
fresh carbide added daily, using quantity required. 

Lighting the Gas. 

The usual method for lighting the gas is to 
turn on the gas at the generator or tank and 
light the gas at the burners with a match. 


The modern method is to turn on and light the 
gas from the seat. This is accomplished by a 
valve and electric spark, (see fig. 20, page 430.) 

Non-Freezing Solution for Gas Generators. 

Use plain alcohol in the proportion here given. 
Alcohol is a fuel, but not explosive. It will, there¬ 
fore, probably give a slightly stronger gas than 
waiter, and for this reason less will be required. 
Do not use glycerine, as this is an explosive. 

Percentage of alcohol to water: At 18 de¬ 
grees, 10 per cent; at 5 degrees, 20 per cent; at 
—2 degrees, 25 per cent; at —9 degrees, 30 
per cent; at —15 degrees, 35 per cent; at —24 
degrees, 40 per cent.** 

Carbide—Used in the Generators. 

The chemical formula for Acetylene is O H 
(i. e., a compound of carbon and hydrogen). It 
has a characteristic pungent odor—which at once 
gives evidence of any leakage—and is a poison 
if inhaled in any quantity. 

Approximately one pound of good quality cal¬ 
cium carbide, will generate six cubic feet of acety¬ 
lene gas. It can readily be liquified or com¬ 
pressed but in this state it is highly explosive, 
and its use finds no favor in this country. What 
is known as dissolved acetylene however, is safe. 

The gas in a moist or impure state attacks 
copper or brass, forming acetylene of copper, 
which is exceeding explosive, so much so that 
it will go off by slight friction or a blow. This 
accounts for the small explosions that are some¬ 
times experienced when cleaning a generator. 


fThe Pressure Gas Storage Tank. 


This tank is charged at the factory. When the 
tank is exhausted it is taken to the local agent 
and exchanged for a fully charged tank. 

The gas used in the tank is acetylene gas, 
made from carbide—the same kind of gas used 
in a generator. Figs. 14 and 14A, chart 198, illus¬ 
trate the Prestolite gas tank. The amount of gas 
in the tank is indicated by the pressure gauge. 
In this way the motorist can tell the quantity of 
gas in the tank. A key opens the valve which 
allows only a low pressure of gas to feed the 
lamps. 

The piping of the gas from the gas tank to 
the lamps is just the same as used with an in¬ 
dependent generator. 

The Prestolite gas tank is made in three styles: 
Style E which weighs 23 lbs.; style B, 30 lbs., 
and style A, 50 lbs. 

The pressure inside the tank (E) is based on 
a pressure of 15 atmospheres or about 50 cubic 
feet of gas which will supply gas for 2, %-foot 
burners for 50 hours. 

The tank should be placed on the car so that 
it can be easily removed. The running board is 
a convenient place. Always place tank top side 
up. 

Prestolite Gas Tank Pointers. 

Prestolite gauges, how to read them; several 
styles of gauges are used, some register in at¬ 
mospheres, some in pounds and some in both, 
(see figs. 16, 17, 18, chart 198). If you wish 
to determine the number of pounds of pressure in 
your tank, reading from a gauge showing only 
atmospheric pressure, multiply the number of 
atmospheres shown, by 14.7 wh-ich is the number 
of pounds to which one atmosphere is equal. The 
result will give you the number of pounds of 
pressure in your tank. All atmosphere gauges are 
marked “ATM.” 

Prestolite tanks are charged to a pressure of 
226 pounds (equal to approximately fifteen at¬ 
mospheres) at 65 degrees Fahrenheit. If the 
temperature of a tank be increased 10 to 20 de¬ 
grees F. the pressure will be raised 25 to 50 
pounds. If the temperature be lowered, the pres¬ 
sure will be reduced in about the same ratio. 
This accounts for the rapid fall in the gauge pres¬ 
sure when a tank is taken from a warm garage 
into the cold air of the street. Change in tem¬ 
perature does not affect either the quantity or the 
quality of the gas. Consequently when the out¬ 
side temperature is 65 degrees F. a properly filled 


Prestolite tank will show a pressure of about 15 
ATM (atmospheres) when using the atmospheric 
type of gauge, and 225 pounds when using the 
gauge reading in pounds, while the gauge show¬ 
ing both pounds and atmospheres will indicate a 
pressure of 221 pounds, or 15 ATM, with cor¬ 
responding variations according to the outside set¬ 
tled temperature, despite the fact that the first 
two mentioned gauges show a capacity of 40 ATM 
and 500 pounds, respectively. 

Where to look for leaks: Note: rub soap-suds 
along the pipe lines and over all joints and con¬ 
nections. Do not use a match, any soonor than 
you would use one to hunt for a gas leak in 
your cellar. 

(1) Union where attached to tank; (2) rub¬ 
ber hose connecting union with brass piping of 
car; (3) joints where rubber hose connects with 
union and with piping of car; (4) joints, T’s or 
crosses where piping branches; (5) where rub¬ 
ber hose connects piping with lamps; (6) part 
of lamp to which burners are attached; (7) any 
point on piping where there is a liability of 
chafing. 

Sizes and capacities of Prestolite tanks: “A” 
—22 inches long, 7% inches in diameter; con¬ 
tains 70 cubic feet of gas. 

Using two %-ft. burners, 70 hours lighting 

Using two %-ft. burners, 56 hours lighting 

Using two %-ft. burners, 46 hours lighting 

“B“—20 inches long, 6 inches in diameter; 

contains 40 cubic feet of *gas. 

Using two %-ft. burners, 40 hours lighting 

Using two %-ft. burners, 32 hours lighting 

Using two %-ft. burners, 26 hours lighting 

“E“—16 inches long, 6 inches in diameter; 

contains 30 cubic feet of gas. 

Using two %-ft. burners, 60 hours lighting 

Using two %-ft. burners, 30 hours lighting 

Oil Lighting. 

Inasmuch as electricity for lighting is now the 
adopted standard and is almost universally used, 
it is hardly worth while to deal with the kerosene 
oil lamp. The oil lamp when used in place of 
electric lights, is generally placed tail or rear 
lamp, to illuminate the license number and as 
required by law for protection of the fire de¬ 
partment. 

The brilliancy of oil lights can be improved by 
using a hard wick and placing cotton in the bowl 
of lamp. Then use gasoline or half gasoline and 
light cylinder oil instead of kerosene. 


♦Gas burners are also called gas tips—the average gas tips consume one-half foot of gas per hour 
Gas tips are made in standard sizes as follows: % foot, % foot, % foot and 1 foot. 

*The dash in front of the figures are “minus” signs or below zero. tSee page 718 for further 
fetails of a gas tank 


*Glossary to the Storage Battery Instruction. 439 


This page is provided for reference, in case 
reader is not familiar with words or terms used. 

Acid. A 8 used in this book refers to sulphuric 
acid (H 2 SO 4 ) the active component of the elec¬ 
trolyte. 

Active material. The active portion of the bat¬ 
tery plates; peroxide of lead on the positives and 
spongy metallic lead on the negatives. 

Alternating current. Electric current which 
does not flow in one direction only (like direct 
current), but rapidly reverses its direction or 
“alternates” in polarity so that it will not charge 
a battery. 

Ampere. The unit of measurement of the rate of 
flow of electric current. 

Ampere hour. The unit of measurement of the 
quantity of electric current. Thus, 2 amperes 
flowing for Y 2 hour, equals 1 ampere hour. 

Arc burning. Making a joint by means of elec¬ 
tric current which melts together the metal of 
the parts to be joined. 

Battery. Any number of complete cells as¬ 
sembled in one case. 

Battery terminals. Devices attached to the posi¬ 
tive post of one end cell and the negative of the 
other, by means of which the battery is connected 
to the car circuit. 

Buckling. Warping or bending of the battery 
plates. 

Burning strip. A convenient form of lead in 
strips, for filling up the joint in making burned 
connections. 

Case. The containing box, which holds the 
battery cells. 

Cell. The battery unit, consisting of an element 
complete with electrolyte in its jar with cover. 

Cell connector. The metal link which connects 
the positive post of one cell to the negative post 
of the adjoining cell. 

Charge. Passing direct current through a bat¬ 
tery, in the direction opposite to that of discharge, 
in order to put back the energy used on discharge. 

Charge rate. The proper rate of current to use 
in charging a battery from an outside source. It 
is expressed in amperes and varies for different 
sized cells. 

Corrosion. The attack of metal parts by acid 
from the electrolyte; it is the result of lack of 
cleanliness. 

Cover. The rubber cover which closes each in¬ 
dividual cell; it is flanged for sealing compound, 
to insure an effective seal. 

Discharge. The flow of electric current from 
a battery through a circuit. The opposite of 
‘ ‘charge.” 

Electrolyte. The fluid in a battery cell, con¬ 
sisting of specially pure sulphuric acid, diluted 
with pure water. 

Element. One positive group, and one nega¬ 
tive group with separators, assembled together. 

Filling plug. The plug which fits in and closes 
the orifice of the filling tube, in the cell cover. 

Flooding. Overflowing through the filling tube. 
With the “Exide” automatic filling tube, this can 
usually occur only, when a battery is charged 
with the filling plug out. 

Freshening charge. A charge given to a battery 
which has been standing idle, to insure that it is 
in a fully charged condition. 

Gassing. The bubbling of the electrolyte caused 
by the rising of gas set free toward the end of 
charge. 

Generator system. An equipment including a 
generator, for automatically recharging the bat¬ 
tery; in contradistinction to a straight storage 
system where the battery has to be removed to 
be recharged. 

Gravity. A contraction of the term “specific 
gravity,” which means the density, compared to 
water as a standard. 

Grid. The metal framework of a plate, sup¬ 
porting the active material, and provided with a 
lug for conducting the current and for attach¬ 
ment to the strap. 

Group. A set of plates, either positive or nega¬ 
tive, joined to a strap. Groups do not include 
separators. 

*See page 458 


Hold-down clips. Brackets, for the attachment 
of bolts, for holding the battery securely in posi¬ 
tion on the car. 

Hydrogen flame. A very hot and clean flame of 
hydrogen gas and compressed air, used for mak¬ 
ing burned connections. 

Hydrogen generator. An apparatus for generat¬ 
ing hydrogen gas for lead burning. 

Hydrometer. An instrument, for finding the 
specific gravity of the electrolyte. 

Hydrometer syringe. A glass barrel enclosing 
a hydrometer and provided with a rubber bulb, 
for drawing up electrolyte. ' 

Jar. The hard rubber container, holding the 
element and electrolyte. 

Lead burning. Making a joint, by melting to¬ 
gether the metal of the parts to be joined. 

Lug. The extension from the top frame of each 
plate connecting the plate to the strap. 

Maximum gravity. The highest specific gravity 
which the electrolyte will reach by continued 
charging; indicating that no acid remains in the 
plates. 

Oil of vitriol. Commercial name for concen¬ 
trated sulphuric acid (1.835 specific gravity). 
This is never used in a battery and would quickly 
ruin it. 

Plates. Metallic grids, supporting active mate¬ 
rial. They are alternately positive (brown) and 
negative (gray). 

Polarity. Electrical condition. The positive 
terminal of a cell or battery, or the positive wire 
of a circuit, is said to have positive polarity; the 
negative; negative polarity. 

Post. The portion of the strap extending 
through the cell cover, by means of which con¬ 
nection is made to the adjoining cell, or to the 
car circuit. 

Rectifier. Apparatus for converting alternat¬ 
ing current, into direct current. 

Resistance. Material (usually lamps or wire) 
of low conductivity, inserted in a circuit to retard 
the flow of current. By varying the resistance, 
the amount of current can be regulated. 

Rubber sheets. Thin, perforated hard rubber 
sheets, used in combination with the wood separa¬ 
tors in some types of batteries. They are placed 
between the grooved side of the wood separators, 
and the positive plate. 

Sealing compound. The acid proof compound, 
used to seal the cover to the jar. 

Sealing nut. The notched round nut, which 
screws on the post and clamps the cell cover. 

Sediment. Active material which gradually 
falls from the plates, and accumulates in the space 
below the plates, provided for that purpose. 

Separators. Sheets of grooved wood, specially 
treated, inserted between the positive and nega 
tive plates to keep them out of contact 

Short circuit. A metallic connection between 
the positive and negative plates within a cell. 
The plates may be in actual contact or material 
may lodge and bridge across. If the separators 
are in good condition, a short circuit is unlikely 
to occur. 

Spacers. Wood strips, used in some types to 
separate the cells in the case, and divided to 
provide a space for the tie bolts. 

Specific gravity. The density of the electrolyte 
compared to water as a standard. (see page 685 
for sp. gr. of water). Often abbreviated as “grav¬ 
ity” or “sp. gr .’ 1 or “S. G.” 

Starvation. The result of giving insufficient 
charge, in relation to the amount of discharge, 
resulting in poor service and injury to battery. 

Strap. The leaden casting to which the plates 
of a group are joined. 

Sulphated. The condition of plates having an 
abnormal amount of lead sulphate, caused by 
“starvation” or by allowing battery to remain 
discharged. 

Tie bolts. Bolts which, in some types, extend 
through the battery case between the cells, and 
clamp the jars in position. 

Top nut. The hexagon nut which, in batteries 
with bolted connections, screws on the post, and 
holds the connectors and sealing nut in place. 


for Storage Battery Trouble and page 577 Digest of Troubles. 


440 


DYKE’S INSTRUCTION NUMBER THIRTY-TWO 


auliQf 

Compound 


Par* 

Rubber Jir 


Lock 

Corner* 


Woodeo 

Cum 



Rubber 

Cover 


Etpiniion 
Handle Chamber 


Rubber Casket 


Battery 

Terminal 


Plates 


Hard 

Rubber 

Supports 








Mud spaces to hold 
sediment I rotu plates 

Fig. 1. —Sectional view showing location of the 
parts of a starting and lighting storage battery. 

The construction of a storage battery is ex¬ 
plained in the text following. In this chart the 
parts of a storage battery are illustrated, also 
the two types of plates, the pasted plate, called 
Faure type, fig. 2, and the Plante type, fig. 4. 
The Faure type is the plate generally used. 

I 

There are more negative plates than positive 
plates, for instance, one type of a starting and 
lighting battery would have to each cell, 15 
plates; 7 positive and 8 negative. The size of 
the plates determine the amperage output of 
battery. 

♦The voltage of a storage battery is deter¬ 
mined by the number of cells, each cell gives, 
on open circuit—from 2.1 to 2.2 volts when 
eharged, no matter how many plates or the size 
of the plates. If there are 3 cells to a battery, 
then the voltage would be 6.6 volts. 

On a discharge—a charged battery will give 
2 volts per cell. 


Fig. 2.—Positive plate. 
Faure pasted type. The 

color of the positive plate 
is dark chocolate color. 


Fig. 3.—Negative plate. 
Faure pasted type. The 

color of the negative plate 
is gray. Note the plate ia 
“gridded” so it will retain 

the paste. 




Fig. 5. Storage battery designed for lighting and ignition. 

Amperage discharge seldom over 20 amperes. Therefore con¬ 
nectors are light. This battery is usually charged from an 
outkide source and capacity is from 80 to 160 ampere-hours. 

Fig. 5A. Storage battery designed for lighting, ignition 
and starting motor. Usually 90 to 120 ampere-hour capacity, 
as generator operated from engine charges battery. The 
connectors must be much heavier however, as the dischai’ge 
when operating starting motor sometimes runs as high as 
450 amperes; a tremendous overload. 


Fig. 4.—The Plante type of plate: this 
plate differs from the Faure or grid type 
as shown in figs. 2 and 8. On the Faure 
the lead plates are cast with grids or 
openings to take the paste. The Plante 
plate is more finely subdivided and has 
a spongy appearance (seldom used), see 
page 445. 



Fig. 5A. Storage battery designed for start¬ 
ing motor, lighting and ignition. 


CHART 201—The Storage Battery. Plates; Faure and Plante types. 

Charts 199 and 200 omitted by error. *See also, page 443. Witherbee battery manufactured by Witherbee 
Storage Battery Co., 643 W. 43rd Street, New York. 














































































STORAGE BATTERIES. 


441 


INSTRUCTION No. 32. 

THE STORAGE BATTERY: General Description, Size Battery 
to Use. Construction and Action. Electrolyte. Testing 
Battery. Hydrometer and its Use. When a Battery Needs 
Charging. Testing with a Voltmeter. Care of a Battery. 
Specific Gravity. Freezing Temperatures. Baume Scale. 

General Description. 


Storage batteries are described as being 
devices for storing electrical energy, which 
may be used for various purposes. They do 
not store the current however, but gener¬ 
ate electricity chemically as will be ex¬ 
plained further on. 

Storage batteries are also called “accum¬ 
ulators. ” They are also called “second¬ 
ary’ ’ batteries. 

The storage battery is used on automobiles 
for starting, ignition, lighting, operating 
the electric horn and various other purposes. 
The storage battery is used for starting 
the gasoline engine, by supplying current to 
an electric motor which revolves the crank 
shaft of engine. It is also used to operate 
an electric motor, which, in turn, propels 
an electric vehicle. 

The storage battery used on electric vehi¬ 
cles consists of about 42 cells. The volt¬ 
age of each cell is two volts, therefore 42 
cells would give 84 volts pressure. The sub¬ 
ject of electric vehicles is treated separ¬ 
ately. 


Ignition battery: The ignition storage 
battery is smaller than the lighting bat¬ 
tery. The plates of the lighting battery are 
heavier and there are more of them. The 
average amperage of an ignition battery 
is 60 ampere hours and voltage is usually 
six. 

Lighting and Ignition battery: The am¬ 
perage is from 80 to 160 ampere-hour cap¬ 
acity, and voltage is usually six volts; some 
times 12, 16, 18 or 24. See page 440. 

There are usually three cells to the igni¬ 
tion and lighting battery, each cell giving 
two volts. These cells are placed in battery 
boxes, fig. 29, chart 203. 

Starting batteries are similar in every re¬ 
spect to a lighting battery, except that the 
terminals are much larger in order to 
carry the extra heavy flow of current, as 
will be explained further on and page 440. 

The starting batteries are furnished for 
6, 12, 16, 18 and 24 volt systems, although 
the tendency at present favors the 6 and 
12 volt size on the majority of cars. 


Meaning of Amperes and Volts. 


The meaning of amperes and volts is ex¬ 
plained on page 207. The standard meas¬ 
ure of the energy put into a battery is in 
terms of ampere-hours. 

The capacity of a battery is measured in 
ampere hours. The volume of current flow 
is measured in amperes. A current of one 
ampere, flowing for one hour, is the unit 
by which capacity is measured, and is 
called ampere-hour. 

Ampere is the unit of quantity, like a 
“gallon” of water. Volt is the unit of 
pressure, like “pounds.” (See pages 207 
and 208. 

The ampere-hours obtainable from a bat¬ 
tery depends upon the amount of current 
consumed by the ignition, starting or light¬ 
ing system and the capacity or quantity of 
electricity the battery is made to deliver. 
Lowering the consumption ^ and increasing 
the capacity of the battery, increases the 
ampere-hour capacity. The capacity of a 
battery is independent of its electrical 


pressure. Thus, a flow of 10 amperes, 
maintained for 8 hours, amounts to 80 am¬ 
pere-hours. 

*The ampere-hour capacity of a battery 
as stated, is dependent upon the rate of 
discharge. The lower the rate, the greater 
will be the capacity. The same battery that 
has a capacity of 100 ampere-hours, at the 
10 ampere discharge rate per hour, will have 
a capacity in excess of 100 ampere-hours 
if discharged at a lower rate, say of 5 am¬ 
peres per hour. 

An example: A certain battery will 
develop the following ampere-hour capacities 
at the indicated rates: 

50.4 ampere hours at 3 ampere- discharge rate 
for 16.8 hours. 

42.5 ampere hours at 5 ampere discharge rate 
for 8.5 hours. 

36. ampere hours at 7% ampere discharge rate 
for 4.8 hours. 

30. ampere hours at 10 ampere discharge rat# 
for 3.0 hours. 


Notice—See Instruction 29, page 423, for Removal of Battery when used with a generator on a car. 
*See pages 327 and 427. 


442 


DYKE’S INSTRUCTION NUMBER THIRTY-TWO. 



Fig. 1 .—This illustration is used, to show the parts of a modern starting and lighting battery. 
It is the type 3-X-155-2 “Exide” make. 

The Buick models: B-24, B-25, B-37, B-54 and B-55 cars use the above type and make. 

Names of Parts. 


1421—Wooden box in which cells are placed. 

2657—Positive plate group (1 group per cell). 
1269—Positive plate group (1 group per cell). 
1420—Wood separator- Placed between + and 

— plates. 

2686—Jar or cell casing. In which plates are 
placed. 

4483—Large wood spacer. Placed between cells 
and case. 

4482—Small wood spacer. Placed between cells. 
2744—Jar cover. Same as 1244, only larger size. 
2754—Filling plug gasket. Used to prevent leakage. 
1976—Barrel for jar cover. 

2753—Filling plug. Through which electrolyte is 
put in. 

1358—Inter-cell connector. Joins -+- of one cell to 

— of another. 

1244—Jar cover. Removed only to take out plates. 
2669—Negative plate group (1 group per cell). 

1279—Negative plate group (1 group per cell). 


1419—Complete cell. Three used in 6 volt battery. 
1423—Through bolt. Used to clamp cells in case. 
1261—Filling plug gasket. Used to prevent leakage. 
1251—Filling plug. Remove to put in electrolyte. 
1290—Alloy washer. For negative terminals. 

1302—Negative terminal nut. To fasten (—) lead 
wires. 

2887—Alloy sealing nut. Put over terminals to pre¬ 
vent leakage. 

1288—Alloy washer for positive terminals. 

1300—Positive terminal nut. To fasten ( + ) lead 
wires. 

2895—Gasket for terminals. One used under each 
sealing nut. 

1298—Sealing nut for negative terminals. 

1296—Sealing nut for positive terminals. 

1294—Gasket for negative terminals. 

1292—Gasket for positive terminals. 

1059—Hold down clip. Used to hold case securely. 
882—Hold down clip, same as above. 


An element consists of a complete set of plates (2657 and 2669) 
burned together on strap, and wood and rubber separators; for a single 
cell. Positive plates (2657), are brown; negative plates (2669) are 
gray in color. There are 7 positive plates, which fit between the 8 
negative plates, as shown in fig. 1 above. 

Both the positive and negative plates are attached to what is termed 
the “positive or negative strap.’’ In this particular battery; as an 
example; there are 7 positive and 8 negative plates. Notice how the 
plates are interposed, or alternately placed, in fig. 20 . 

If the battery is a large one and the discharge is heavy, such as for 
a starting motor, then these straps, connectors, lugs and terminals, must 
be very large or heavy, in order to carry the quantity of current neces¬ 
sary to do the work without heating. 

There may be 13 or 15 plates to a lighting battery; 6 positive and 
7 negative, or 7 positive and 8 negative—in fact this varies with differ¬ 
ent manufacturers. 

Fig. 20. Pig 20 .—An exaggerated drawing showing three hard rubber cells 

with three positive and four negative plates in each cell. The elements 
are placed in a hard rubber jar and are called “cells.’’ The cells are then placed in a wooden box, 

the terminals properly connected, and it is then termed a “battery.’’ 

Note, all the positive plates are placed at one end and all of the negative plates are placed at the 
other end. The insulators, or separators, are placed between a negative plate and a positive plate. 

The plates are immersed in a solution of sulphuric acid mixed with water, called electrolyte. Each 
cell delivers but two volts pressure, no matter how large or how small it may be. The quantity or am¬ 
perage discharge, however, is governed by the size and number of plates. 

When the lead lugs (N and P) are attached to the lead bar connecting the plate, they are burnt on; 

or melted together by an electric weld. 



CHART NO. 202—Assembly of a Modem Storage Battery. 

























































































STORAGE BATTERIES. 443 


♦Storage battery voltage: A three-cell bat¬ 
tery gives six volts, no matter what the size 
of the cell may be. The length of time it will 
maintain a certain current output, depends on 
the capacity, or electrical size of a battery; an 
ordinary jump spark coil requires about one am¬ 
pere per hour, therefore a 60-ampere hour bat¬ 
tery would operate for approximately 60 hours, 
as the discharge rate would be very low. 

If we were to charge such a cell we would 
find that, regardless of the number of plates, the 
cell would exert on discharge an average pres¬ 
sure of 2 volts—that is; unless the imposed load 
in amperes was too heavy for the size of cell. 
At the beginning of discharge the pressure 
would be a little above 2 volts, and with the 
progress of discharge would gradually fall off 

How to Determine the 

The first step in determining the proper size 
of battery for “lighting duty,’’ is to decide 
upon the voltage of the lamps. Tungsten lamps, 
which consume about one third the current re¬ 
quired by carbon lamps, should invariably be 
used. Table in chart 205-D shows the number 
of hours the various batteries will burn differ¬ 
ent lamp candle-powers, continuously on one 
charge. These values are calculated for tung¬ 
sten filament lamps and are not applicable for 
carbon filament lamps. 

The second step is to determine the amount 
of current that the battery will be required 
to deliver. Do this by ascertaining first, the 


to a little below’ 2 volts. So would the pressure 
of compressed air in a tank die down if you 
were to draw off some of the air. 

Since the nominal voltage of a storage bat¬ 
tery is 2 volts per cell, you can readily see that 
to make a 6 volt battery, we connect 3 cells 
“in series.” And to make a 12 volt battery, 
we connect 6 cells “in series,” which means 
that we join the positive post strap of one cell 
to the negative post strap of the next cell by 
means of a “link.” This leaves one post in each 
of the two end cells. To these we fasten the 
terminal links of the battery, one positive, the 
other negative, for making bolted connections 
with the two cables or “leads” (pronounced 
“leeds”) through which the battery receives 
and delivers energy. 

Proper Size of Battery. 

number of lamps to be used, the voltage of 
each, and then determine the quantity of cur¬ 
rent each will take, then add the total, which 
will give the total amperage required. 

In some cases not all the lamps will be oper¬ 
ated at the same time and this should be taken 
into consideration. Allowance should also be 
made for any other current consuming devices 
that may be used. 

Knowing the amount of current that the 
battery will be required to deliver, you can 
select a battery of the proper capacity by re¬ 
ferring to chart 205D. 


How to Determine the Number of Cells and Plates to a Cell, 

by the Number on Battery. 


In the list of the U. S. L. battery for instance, the 
first letter stands for a certain general type or con¬ 
struction. For example in type C-607, the letter “C” 
Indicates the use of “O’’ plates, “0” jars, “C” 
covers, etc. The last two figures, signify the number 
of plates per cell, and the first figure, signifies the 
number of cells in the battery. Thus, battery type 
0-607 has 6 cells of 7 plates each; type A-317 has 3 
eells of 17 plates each. The suffix, or right hand 
letter, indicates a particular assembly or arrangement 
of the jars in the battery box. For example, the letter 
“B” in type C-607-B indicates that the 6 jars are 
assembled side by side in the battery box. 


Exide: starting, lighting and ignition batteries: 

Take, for instance, the 3-XC-13-1 battery. The first 
number “3” signifies the battery is made up of three 
cells; the letters “XO” signify that the plates, separa¬ 
tors, jars, covers, etc., which go to make up the bat¬ 
tery, are of the type known as “XO;” the number 
“13” signifies that there are thirteen plates in each 
cell; the figure “1” signifies that the cells are assem¬ 
bled in the wood case side to side, this being known 
as No. 1 assembly. When the cells are assembled end 
to end the assembly is known as No. 2. The same 
method of designation is followed out in the LX and 
SX batteries, also listed in the table of “Exide” 
batteries. 


Construction. 


Cell assembly: The cells can be assembled 
sidewise, or endwise; as shown in chart 203. 



Fig. 1. A 6 cell, 12 volt battery using 12 volt lights. 
Fig. 2. A 6 cell, 12 volt battery using 6 volt lights. 
Note the “neutral” link in the center. 


Cells in case: The cells are placed in a 
sturdy wood case fitted with lead coated, acid- 
resisting handles and the whole outfit covered 
with acid proof paint. On all sides of each 
cell is a packing of sealing compound—a pitch¬ 
like substance to support the jars evenly and to 
exclude acid or water, which may carelessly be 
slopped over the battery and which would even¬ 
tually ruin it. 


Cell connections: All cells are connected in 
series, as shown in figs. 1 and 2. It is possible 
however, to connect the cells so that lower volt¬ 
age lamps can be used on a higher voltage bat¬ 
tery. This is explained above and in chart 205-C. 
It is important to note that in using a battery 
with a “neutral” connection the load ought to 
be divided equally, see chart 205-C. 


*See page 440. 



































144 


DYKE’S INSTRUCTION NUMBER THIRTY-TWO. 




2- SPLASH COVER 

3- CASE COVER 


Sid«N| 
broken cpenj 



_ _ ken c per 
to show Bridge: 

i-haromber 4-jar cover 



Negative 

Group 


POST 

STRAP 



JAR 




S -POST 
STRAP 


6'CELL 
CONNECTING 
LINK 



Ib-POSITIVE GROUP 
OF PLATES 


IT- NEGATIVE GROUP 

OF PLATES 


LINK 



SEE DIFFERENT ASSEMBLIES 
FOR LOCATION OP PARTS 
- BELOW 




10-TERMINAL 

LINK 




6 ) _ 

11-TERMINAL NUTS 13-CABLE PLUGS 15-VEnT 


lR _ Separator 

10 CHEMICALLY 
TREATED 
WOOD 


13-ThE COMPLETE 
ELEMENT READY 
TO INSERT IN JAR 


CEuL 

CONNECTING LINK 


|5~ c±o 

S 6> 





TERMINAL 
LINK 


VENT 





Fig. 2 I 

6 Volt Assembly A 
END ASSEMBLY-SINGLE ROW 


-TERMINAL 

NUT 


CABLE 
PLUG Fig. 2.2. 

6 Volt Lighting Battery 
SIDE ASSEMBLY 


'll o®c=: 

j=o © c^@xn 

.Ui8£ 

a®ccoqi? T . 



Fig. 2.0 

6 Volt Assembly B 

Side Assembled 


Fig. 23 

12 Volt Assembly A 

End Assembled—2 Hows 


Fig. 24 

12 Volt Assembly B 



NEUTRAL 

LINK 




Fig. ZS 

16 Volt Assembly B 



Side Assembled—1 Row 

FIG26 IB Volt Assembly B 


FIG. 2JB 

Arrows show 
Direction of 
Current Flow 
From Cell to 
Cell during 
Discharge. 


End Assembled—3 Rows. 
F 16.27 18 Volt Assembly A 




FIG 29 
WOOD BATTERY BOX 


CHART NO. 203—Parts of a Storage Battery Cell. How the Cells are Assembled “Side by 
Side” also Endwise; in Single, Double and Three Rows. The u. s. L. as an example. 

















































































































































































































































































































STORAGE BATTERIES. 


445 


Lead burned joints. The way lead parts 
are fastened together, for example; where 
plates and links are jointed to post straps 
(see fig. 17 and 6, chart 203) is by ‘‘lead 
burning.’’ A hydrogen gas flame is played 
upon each junction and fuses the parts into 
one solidly united piece (see also, pages 471, 
726). 

Cells. 

A jar with parts installed, is called a cell. 

A 7 plate cell includes 4 negative and 3 
positive plates; a 9 plate cell has 5 nega¬ 
tives and 4 positive and so on. 

Parts of a cell: Jar itself, see fig. 1, 
chart 203, is made of hard rubber with 
bridges at the bottom. The element or 
plates rest on these bridges. If some of 
the paste falls from the plates, which is 
termed sediment, it will not short circuit 
the plates, that is, connect from one to the 
other, unless the sediment is allowed to ac¬ 
cumulate to such an extent that it touches 
the plates. 

The other parts of a cell are the plates, 
with wood separators, connection links, 
terminal link, nuts, vent caps, cover, etc.— 
see charts 203 and 202. 

There is one group of positive plates and 
one group of negative plates, to each cell. 
The positive group is shown in fig. 16, 
chart 203 and the negative group, fig. 17. 
The two groups are interleaved with sep¬ 
arators. 

Cell Assembly. 

fPlates: There are two kinds of plates; 
the Faure-type and the Plante-type. The 
Faure-type is the pasted type and is the 
plate in general use. The Plante-type, fig. 
4, chart 201 is obsolete. Therefore we shall 
deal with the modern type only. 

The plates are different in color, the posi¬ 
tive (lead oxide) being a deep chocolate 
color and the negative a gray (pure lead). 

The plates are pasted and formed in 
groups as will be explained. See figs. 6 
and 6, chart 203A for a positive and a 
negative plate of the Exide make. 

Grid: A grid made of a stiff lead alloy 
supports the active material pasted in be¬ 
tween the slots in the form of a series of 
vertical strips, held between the grid bars 
and locked in place by horizontal surface 
ri'bs, staggered on the opposite sides. Fig. 
3, chart 203A, shows a section through the 
horizontal ribs and makes clear their stag¬ 
gered relation. 

Material: After the grids are cast they 
are “pasted” with oxides of lead, made 
into a tpaste of special composition which 
sets in drying like cement. The plates then 
go through an electro-chemical process 
called “forming the plates,” which con¬ 
verts the material of the positives into 
brown “peroxide of lead, and that of the 
negatives into gray, spongy lead. Fig. 6 
(chart 203-A) shows the finished positive 
plate and fig. 6 the negative. 

Lugs: Both the positive and negative 
plates are provided with an extension or 
“lug,” and they are so assembled that all 
the positive lugs come at one side of the 
jar and all the negative lugs at the other, 


thus enabling each set to be burned to¬ 
gether with a connecting strap giving on-e 
positive and one negative pole. The burn¬ 
ing is done by a hydrogen flame, which melts 
the metal of both lugs and strap into an 
integral union. 

Group: A set of plates burned to a strap 
is known as a “group” (fig. 7, chart 203A), 
either positive or negative. Figs. 16 and 17 
chart 203, also shows a positive and a nega¬ 
tive group. The two groups are interleaved 
with separators between them and the as¬ 
sembled group, fig. 19, is called the com¬ 
plete element. 

Straps: The straps (fig. 7) are made of 
a hard lead alloy and are provided with 
posts to which the cell connections are 
made. 

Separators: When the positive and nega¬ 
tive groups are assembled together, the 
adjoining plates are insulated, or kept out 
of contact by means of wood separators 
ribbed side against the positive. The sep¬ 
arators (fig. 8) are made of tough wood 
particularly adapted for the purpose and 
given a special treatment to remove harm¬ 
ful substances. 

Element: A positive and a negative 
group together with the separators consti¬ 
tute an “element” as explained above. 
See fig. 19, chart 203 and fig. 9, chart 203A. 

Electrolyte: The fluid, known as “elec¬ 
trolyte” is dilute sulphuric acid. The ele¬ 
ment is placed in the jar with the electro¬ 
lyte. 

Jar: The cell container is a rubber jar 
of special composition which will withstand 
the vibration of the car and any ordinary 
handling without breakage. The plates rest 
on stiff ribs or bridges in* the bottom of the 
jar (fig. 1) allowing space for the gradual 
accumulation of “sediment.” 

Cover: The jar cover and method of seal¬ 
ing and venting is very important. The 
cover on the “Exide” battery is flanged in 
such a way as to give a more perfect seal 
to the jar than the old flat type of cover 
and each cell is a separate sealed unit. 

Vent: From the illustration (fig. 10, 
chart 203A) of the vent and filling plug, 
it will be seen that they provide both a 
vented stopper (vents F, G, H) and an au¬ 
tomatic device for the prevention of over¬ 
filling and flooding. 

Case: The case in which the cells are 
asembled into a battery, is built of hard 
wood, thoroughly coated with acid proof 
paint, see fig. 2. 

Hold-down clips: It is absolutely essen¬ 
tial that the battery be securely held in 
position on the car, and for this purpose 
brackets which fit on the case are used. 
The battery is made fast to the car by 
means of bolts engaging the hold-down 
clips, (see 1059, chart 202). 

Terminals: The positive .terminal is 
marked ( + ) and can always be determined 
by the dark color. The negative terminal 
is a light gray color and is marked 
thus (—). 


*Oxide of lead is 1 part oxygen and 1 part lead. Peroxide of lead is 2 parts oxygen and 1 i'art lead. 
tSee foot note pages 446, 447. 


446 


DYKE’S INSTRUCTION NUMBER THIRTY-TWO. 





Fig. 2.—Starting and lighting battery. 
Note the heavy connections. (Exide type 
8-XC-13). 



Fig. 3.—The lead grid, on which the active ma¬ 
terial is pasted. Illustration shows only the upper 

part. 


Strap 



Fig, 7 .—Group of Plates with strap 
burned to plates and to connecting lug. 



PoSiTivtPoST 

fosiTivtStRA* 

Wooo5cpa«ato» 

Pi.AT« 


NloaTivc Plate 

Ja* 


r.u.No Pluo 
Valve 

FilLInoTuBC 
Lcvcl •# ClCCTAOuVTC 


CtU. CON N EC TOP 
Scaling Nut 
ft>a»*GASArT 
NcoativcRjst 
N coat i vi Strap 


Fig. 1.—A 3-cell battery; shown in section. 



Fig. 5. Positive plate, Fig. 6 . Negative plate, 
brown or dark. grey or light color. 



Fig. 9.—Two groups, or the negative 
and positive plates, are called elements. 
The separators are placed between. 



Fig. 8 .—Separators, which 
are placed between the 
plates. 



M B C 

Fig. 10.—Sectional view of cover, plug in place. 
Air lock (A) in position to allow free escape of 
gas through passages (BB). 


CHAKT NO. 203-A—Parts of a Modem Lighting and Starting Battery. (Exide as an example— 
(The Electric Storage Battery Co., Philadelphia, Pa.) 

The reason there is an odd number of plates in a cell, is due to the fact that there is one more negative plate than 
positive. A negative plate is placed at each end so that there will be action on both sides of all positive plates. 
The positive plates are thicker and have more active material. The positive plates also have a tendency to receed 
from the negative and if wore placed at the end, it would buckle and bend away from the negative plate—see figs. 
16, 17, page 444 for arrangement of plates. 











































































































STORAGE BATTERIES. 


447 


Forming 

This is a subject which concerns the 
manufacturer, but we will give a brief 
outline of how the plates are formed after 
assembling. Different manufacturers use 
different processes. 

*When the elements are placed in the jar, 
and immersed in 1300 sp. gr. electrolyte, 
they are “formed ’’ by passing an electric 
current (direct only) at a very low rate 
for a long period of time. 


the Plates. 

Another method of forming is to leave 
battery stand for 24 hours, then start charg¬ 
ing at 1/18 of the capacity and charge con¬ 
tinuously for 150 hours. 

The plates go through what is called an 
electro chemical process that converts the 
paste on the positive plate into **brown per¬ 
oxide of lead, and the paste on the nega¬ 
tive plate into gray spongy lead. 


Action of a Storage Battery when Charging and Discharging. 


When charging a battery the electricity 
is not being stored, as thought by some, or 
as the name would imply. The action is 
purely chemical, and the current given off 
is generated by chemical action. 

General: A storage battery consists of 
one or more cells. A cell consists essen¬ 
tially of positive and negative plates im¬ 
mersed in an electrolyte. 

Simplified meaning of specific gravity: 
The electrolyte of the cell consists of a 
mixture of sulphuric acid and water. 
Water is lighter than acid, therefore a hy¬ 
drometer would sink deeper in water, than 
in acid. 

The more acid in the water, the less depth 
the hydrometer would sink. This depth 
that the hydrometer sinks, is shown on a 
graduated scale, and is designated “sp. gr.” 
or simply “SG. ” (specific gravity). 

The voltage of one cell about two volts. 
The voltage of a battery (with cells in “ ser¬ 
ies”) is the number of cells multiplied by 
two. (see page 440). 

When a cell is being used, the current is 
produced by the acid in the electrolyte, 
going into and combining with the lead 
of the porous part of the plates, called the 
“active material.” tin the positive plate, 
the active material is lead peroxide, and in 
the negative it is metallic lead in a spongy 
form. 


Formation of lead sulphate: When the 
sulphuric acid in the electrolyte combines 
with the lead in the active material, a com¬ 
pound “lead sulphate,” is formed. 

As the discharge progresses, the electro¬ 
lyte becomes weaker, due to the fact that 
the acid goes into the plates, producing the 
electric current and incidentally producing 
the compound of acid and lead, called “lead 
sulphate.” This sulphate continues to in¬ 
crease in quantity and bulk, thereby filling 
the pores of the plates. 

Drop in voltage: As the pores of the 
plates become thus filled with the sulphate, 
the free circulation of acid into the plates 
is retarded; and since the acid cannot then 
get into the plates fast enough to maintain 
the normal action, the battery becomes less 
active, as is indicated by the drop in volt¬ 
age or a discharged condition. 

Why a hydrometer is used to test the electro¬ 
lyte or solution:—The specific gravity of water 
is 1000. If acid is mixed with water it will be¬ 
come heavier. A hydrometer would not sink as 
deep into the heavier solution as it would in a 
thinner or lighter solution. 

When battery is fully charged the specific grav¬ 
ity would be 1285 to 1300 as the acid is out 
of the plates in the solution. When a battery 
becomes discharged the plates absorb the acid 
and the solution becomes thinner, therefore the 
hydrometer would sink as low as 1150 sp. gr., 
or a drop of nearly 150 points, if fully discharged. 

In other words, the acid will be in the plates 
and the electrolyte will be reduced to almost mere 
water. Hence the necessity of occasionally test¬ 
ing with a hydrometer. 


Charging 

To charge, direct current is passed 
through the cells in a direction opposite 
to that of discharge. This current, passing 
through the cells in the reverse direc¬ 
tion, will reverse the action which took 
place in the cells during discharge. It will 
be remembered that during discharge, the 
acid of the electrolyte went into and com¬ 
bined with the active material, filling its 
pores with sulphate, and causing the elec¬ 
trolyte to become weaker (merely water). 

Action of current: Reversing the current 
through this sulphate in the plates restores 
the active material to its original condi¬ 
tion and returns the acid to the electrolyte. 

Thus, during charge the electrolyte grad¬ 
ually becomes stronger, as the sulphate in 
the plates decreases, until no more sulphate 


Action. 

remains and all the acid has been returned 
to the electrolyte. It will then be of the 
same strength as before the discharge and 
the same acid will be ready to be used over 
again during the next discharge. Since 
there is no loss of acid, none should ever be 
added to the electrolyte. There is, however, 
a loss of water from evaporation. 

Object of charging: The acid* absorbed 
by the plates during discharge is, during 
charge, driven from the plates by the charg¬ 
ing current and restored to the electrolyte. 
This is the whole object of charging. 

Gassing: When a battery is fully dis¬ 
charged, it can absorb current at the high¬ 
est rate. As the charge progresses, the 
plates can no longer absorb current at the 
same rate and the excess current goes to 


*If plate is very hard it would be necessary to charge and discharge many times. 

**See foot note bottom of page 445. tSec foot note page 446. 

fThe paste on the grids is made of red lead and weakened solution of sulphuric acid for the positive 
plate and litharge and weakened solution of sulphuric acid for the negative plate. 


448 


DYKE’S INSTRUCTION NUMBER TIIIRTY-TWO. 


form gas. In a battery which is charged 
or nearly charged, the plates can absorb 
current without excessive gassing only at a 
low rate and a high charging rate will be 
almost entirely used in forming gas, result¬ 
ing in high temperature and wear on the 
plates. 

In starting and lighting systems, the aim 
is to provide sufficient current under aver¬ 
age running conditions so that the battery 
will not be “starved ,’* and yet the charge 
will be at a rate which will not cause in¬ 
jurious gassing. 

Normal and abnormal sulphate: The sul- 
phating which takes place during an ordin¬ 
ary discharge, is entirely normal. If, how¬ 
ever, charging is insufficient, the sulphate 
increases and becomes hard and the plates 
become lighter in color, lose their porosity 
and are not easily charged; this is the ab¬ 
normal condition usually referred to as 
“sulphated. ” This condition is usually 
the result of “starvation’’ of the battery. 

High rates of discharge: A very general 
misapprehension has existed in the past as 
to the effect on a lead storage battery of 
discharging at very high rates. The fact 
that a starting battery will spin one of 
the big modern engines which a strong 
man can scarcely turn over shows what its 
capabilities are; and the length of time it 
will with proper charging and care continue 
to do this heavy work without giving out 
shows that it is not injured thereby. 

Overdischarge: It is not discharge at any 
rate which injures a battery, but overdis¬ 
charge, or, what in time amounts to the same 
thing, undercharge or 1 ‘ starvation. , ’ 

“Starvation:” If a car is so run that 
the battery gets insufficient charge and is 
“ starved / 1 it cannot be expected to do its 
work properly. 

Overcharge: Persistent overcharging 

not only tends to wash out the positive ac¬ 


tive material, but also acts on the positive 
grids, giving them a scaly appearance. 

Low temperature: Temperature has quite 
a marked effect on a battery. Low tem¬ 
perature (temporarily) both lessens the 
ampere hour capacity which can be taken 
out of the battery and lowers the discharge 
voltage. It is as if the battery were numbed 
by the cold and unable to make the same 
effort as at normal temperature. The ef¬ 
fect of cold is only temporary, the battery 
returning to its normal state upon its re¬ 
turn to normal temperature even without 
charge. Starting batteries are usually de¬ 
signed with sufficient margin over the ordin¬ 
ary requirements so that they will still per¬ 
form their functions under reasonably low 
temperature conditions. It is just as well, 
however, to bear in mind the effect of cold 
weather and to aim to keep the battery 
unusually well charged in winter and not 
expose it unnecessarily to low temperatures. 

There is no danger of the electrolyte freez¬ 
ing in a fully charged cell; but in one 
which is over discharged or has had water 
added without subsequent charging this is 
liable to occur. 

High temperature: High temperature is 
to be avoided from the standpoint of life. 
110 degrees Fahrenheit is usually given as 
the limiting temperature, and even this 
would be harmful if maintained steadily. 

Heating is ordinarily the result of charg¬ 
ing at too high a current rate. If the tem¬ 
perature of the electrolyte in a battery is 
found to run excessively high, the system 
should be inspected; it may be out of ad¬ 
justment and be charging the battery at 
too high a rate. 

The effects of continued high temperature 
' are to distort and buckle the plates, to char 
and weaken the wood separators, to soften 
and sometimes injuriously distort the jars 
and covers. 


Electrolyte. 



Fig. 11—How to read: If a solution of electrolyte of 1.250 
■p. gr. is desired—see 1.250 at bottom—then go straight up to upper 
curved line (parts by volume)—then straight to the loft following 
horizontal line—and you have 3 & parts water to 1 part sulphuric acid. 


Composition: Electrolyte 
as used in all types of bat¬ 
teries consists of a mix¬ 
ture of pure sulphuric, acid 
and distilled or other pure 
water and is the liquid 
solution used in storage 
batteries. 

Concentrated sulphuric 
acid is a heavy, oily liquid 
having a specific gravity of 
about 1.835. A battery will 
not operate if the acid is 
too strong and it is there¬ 
fore diluted with sufficient 
pure water to bring it to a 
gravity of 1.270 to 1.300 
for a fully charged battery. 
Stronger electrolyte than 
this is injurious. 

To prepare electrolyte 
from sulphuric acid of 1.835 
specific gravity, mix with 
water in the proportions in- 


When adding new electrolyte to a repaired or cleaned battery, see page 470. 








































































































































STORAGE BATTERIES. 


449 


dicated in fig. 11 for the desired specific gravity, 
taking the following precautions: 

(1) A glazed stone vessel or a lead lined tank should 
be used. 

( 2 ) Put the water in the vessel first. 

(3) Fill the hydrometer syringe with chemically pure 
sulphuric acid and add it to the water by holding 
the nozzle under the surface. Stir the solution 
with a glass rod or clean piece of wood. 

(4) Rinse the syringe and test the strength of the 
solution. If it is about 20° Baume allow it to cool, 
when it will be stronger. 

(5) If not strong enough, add more acid. 

( 6 ) If too strong, add water. 

(7) The pure acid should not be allowed to remain 
in the syringe. 

* 

Chemically pure electrolyte: Both the water 
and the sulphuric acid used in making electrolyte 
should be chemically pure to a certain standard. 
This is the same standard of purity as is usually 
sold in drug stores as “CP” (chemically pure) 
or by the chemical manufacturers, as “battery 
acid.” 

In this connection, the expression “chemically pure’’ 
acid is often confused with acid of “full strength.’’ 
Acid may be of full strength (approximately 1.835 sp. 
gr.) and at the same time chemically pure. If this chemi¬ 
cally pure acid of full strength be mixed with chemi¬ 
cally pure water the mixture would still be chemically 
pure, but not of full strength. On the other hand, if 
a small quantity of some impurity be introduced into 
chemically pure acid, it would not materially reduce 
the strength, but would make it impure. 

The usual method of determining the strengh 
of electrolyte is by taking its specific gravity. 

The method is possible on account of the fact 
that sulphuric acid is heavier than water. There¬ 
fore the greater the proportion of acid contained 
in the electrolyte, the heavier the solution, or 
the higher its specific gravity. 

Specific Gravity. 

By specific gravity is meant the relative 
weight of any substance compared with water 
as a basis. Pure water, therefore, is considered 
to have a specific gravity of 1, usually written 
1.000 and spoken-of as “ten hundred.” One 
pound of water is approximately one pint. An 
equal volume of concentrated sulphuric acid 
(oil of vitriol) weighs 1.835 pounds. It there¬ 
fore has a specific gravity of 1.835 and is spoken 
of as “eighteen thirty-five.” 


Temperature Correction. 

Since electrolyte, like most substances, ex¬ 
pands when heated, its specific gravity is affected 
by a change in temperature. 

If electrolyte has a certain gravity at a tem¬ 
perature of 70 degrees Fahrenheit and it be 
heated, the heat will cause the electrolyte to 
expand, and, although the actual strength of the 
solution will remain the same as before heating, 
yet the expansion will cause it to have a lower 
gravity, of approximately one point (.001) for 
each three degrees rise in temperature. 

For instance, if electrolyte has a gravity of 
1.275 at 70 degrees Fahrenheit and the tempera¬ 
ture be raised to 73 degrees Fahrenheit, this in¬ 
crease in temperature will cause the electrolyte 
to expand and the gravity to drop from 1.275 
to 1.274. 


On the other hand, if the temperature has 
been lowered from 70 degrees to G7 degrees, this 
would cause the gravity to rise from 1.275 to 
1.276. 

Since the change of temperature does not 
alter the actual strength of the electrolyte, 
changing its gravity only, the gravity reading 
should be corrected one point for each three 
degrees change in temperature. 


Electrolyte becomes lighter, or of lower “gravity” 
as it gets warmer and vice versa, and this rise or fall 
of “gravity” effected by temperature change is inde¬ 
pendent of the state of charge. “Temperature cor¬ 
rections” are unnecessary when you compare the “gra¬ 
vities” of the different cells of battery at any one time, 
since all have about the same temperature when in 
health and so are affected alike. Temperature correc¬ 
tions are also unnecessary, when you use the hydrome¬ 
ter, say testing the middle cell, which we will call the 
“pilot cell,” to secure an approximate index of the 
battery's condition. That is, corrections are in general 
unnecessary, except when there is reason for a really 
critical study of the battery’s condition, as when you 
suspect things are not going well with the battery. 


Note too that the actual proportion of water in the 
electrolyte slightly affects the “gravity” independently 
of the state of charge. That is the more water there is 
the lower the gravity. Therefore to derive the great¬ 
est benefit from your hydrometer readings try to keep 
the electrolyte surface between a point % inch above 
the plates and the electrolyte level designated for your 
battery, either on the name plate or in the instruction 
pamphlet you receive with the battery. Use the glass 
tube lever-tester (page 455), consistently in conjunc¬ 
tion with your hydrometer and add water promptly 
when it is needed. 


Standard Temperature. 

Standard temperature: The temperature 

adopted as the standard for a basis of compari¬ 
son of specific gravities of electrolyte is 70° F. 

Thus, when we say that a specific gravity of 
1.280 indicates full charge and 1.225 indicates 
practical discharge for starter purposes or 1.150 
total discharge, we mean that these are the 
“gravities” when the electrolyte has a tempera¬ 
ture of 70° F. 


Thermometer. 

Thermometer its purpose —Suppose you test 
the specific gravity at a time when a thermo¬ 
meter inserted in the electrolyte shows the latter 
to be warmer than 70° F. Note the hydrometer 
reading and add one point to the fourth figure 
for every three degrees that the thermometer 
shows the electrolyte to be warmer than 70° F. 
This corrects your reading to what it would be 
if the electrolyte temperature were 70° F. at 
that time. If "the electrolyte is colder than 70° 
F., one point should be subtracted from the 
fourth figure for every three degrees that the 
temperature of the electrolyte is below 70° F. 

Example A. Temperature of electrolyte is 100° F. 
Hydrometer reading is 1.275. Then 100°—70° =30° 
and 30-7-3 = 10 and corrected reading is 1.275 plus 
010 = 1.285. 


Example B. Temperature of electrolyte is 40° Hy¬ 
drometer reading is 1.235. Then 70°—40° =30° and 
30-4-3 = 10 and corrected reading is 1.235 minus .010 = 
1.225 


4(0 


DYKE’S INSTRUCTION NUMBER THIRTY-TWO. 


.1300 


m 



XX i %xk 

i 


1150 


m 




X 





Fig. 17 
Hydrometer 
Beading 1.300 


Fig. 18 
Hydrometer 
Reading 1.160 


GOE - 


0 = - 




Fig. 16.—An exaggerated illus¬ 
tration showing how the pressing 
of the rubber bulb draws electro¬ 
lyte from the cell, and how the 
hydrometer floats in the glass 
barrel. The level of the electro¬ 
lyte when registering even with 
the figures indicates the specific 
gravity. If the electrolyte is 
heavy with acid the hydrometer 
will not sink as deep as when the 
acid is in the plates. See pages 
447, 449 and 451 for use of the 
hydrometer. 

*For a comparison of the Baume and 
**See page 447; “Why a Hydromet 


♦♦Testing Condition of a Storage Battery 
with a Hydrometer Syringe. 

The hydrometer syringe is the best method 
for testing the condition of the electrolyte. The 
specific gravity (abbreviated as sp. gr. meaning 
the density) of the solution, should be tested in 
each cell. This should be done regularly, and 
the best tjme is when adding w?.tqr, but the 
reading should be taken before, rather than after 
adding the water. 

If the electrolyte is below the top of the plates, 

or so low that enough cannot be drawn into the 
barrel to allow of a proper reading of the hy¬ 
drometer, fill the cell to the proper level by 
adding pure water; then do not take a proper 
reading until the water has been thoroughly 
mixed with the electrolyte by the gassing at 
the end of a recharge. 

Manipulation. The hydrometer is the glass 
tube with a graduated scale reading, as shown 
in fig. 1, (also see fig. 3, chart 204-A). The 
syringe is a glass tube with a rukber bulb at 
the top and a rubber tube for injecting into 
the vent opening of cell. Enough electrolyte 
is drawn into the glass tube to float the hy¬ 
drometer. Fig. 15 illustrates three positions the 
hydrometer will assume when floating in the 
electrolyte. 

In using the hydrometer, certain points should 
be kept in mind. In the first place, the liquid 
taken up by the hydrometer from one cell, 
should never be put into another cell, as this 
will be likely to cause some trouble, due to 
“high acid” in one cell, or due to weakened 
electrolyte in another. Also care should be 
taken when using the hydrometer, not to have 
any air bubbles form in the cell, as it is very 
difficult to get these out, and as a result, the 
extra electrolyte is spilled. When heated up, the bubbles 
disappear and the level of the electrolyte sometimes falls 
below the tops of the plates. 

When all cells are in good order, the gravity will test 
about the same (within 25 points) in each cell. (Note; 

gravity readings are sometimes expressed in “points,” 
thus the difference between 1.275 and 1.300 is 25 points). 

♦Hydrometer Readings. 

A fully charged battery will be indicated by the hy¬ 
drometer reading sinking to a level in the electrolyte any¬ 
where between 1.280 and 1.300. 

A half charged battery, the gravity will be 1.225. 

A discharged battery, the gravity will be 1.150. 

The storage battery will rarely crank an engine if its specific 
gravity falls below 1.200, although the lights will be nearly as bright 
as with a fully charged battery. When fully charged, its specific 
gravity should be between 1.280 and 1.300. As a rule, when fully 
charged, the specific gravity will be nearer 1.280 than 1.300, espe¬ 
cially when the battery has been in use for some time. 

One manufacturer states that when the battery is used for start¬ 
ing service the battery is practically exhausted or incapable of start¬ 
ing with as low as 1.225 gravity test. But for lighting and ignition 
where the amperage rate of discharge is very low, the reading could 
be 1.150 when exhausted. See foot note page 451. 

A run down battery should be given a full charge at once. 

A voltmeter can also be used to test the cells while on a charge, 
per page 453, or on discharge as explained on pages 416 and 410. 

The “Cadmium Test” is used to test which set of plates are de¬ 
fective, when the battery will not hold its charge—see index. 

Thermometer. 

Fig. 12—A special thermometer for readings, as per text, pages 
449-453. 

On opposite side of the mercury column and parallel to the tem¬ 
perature scale; that is, opposite to the temperature 70 degrees is 
figure 0, showing that nuo correction of gravity readings is made at 
that temperature. 

Three degrees below 70 Agrees is shown minus 1, indicating that 
the gravity should be corrected at that temperature by deducting one 
point. 

Three degrees above 70 degrees is shown plus 1, which indicates 
that the gravity at that temperature should be corrected by adding 
one point to the reading, as shown by the hydrometer. 

The temperature of electrolyte is a very important consideration, 
when using a hydrometer for testing the gravity—hence the use of 
the above thermometer and explaination on pages 449-453. 

specific gravity scale, see fig. 4, chart 204-A. 
er is Used For Testing” and 449; “Thermometer, Its Purpose.” 


FiU. 12 
Thermometer 


CHART NO. 204—The Hydrometer for Testing the (sp. gr.) Specific Gravity of Electrolyte. Hov 
to Test. The Hydrometer Syringe. The Thermometer. 

w *For cadmium tests, see page 864D, see also pages 416 and 410. 
































































































STORAGE BATTERIES. 


451 


A Special Thermometer. 

With a special scale on which the amount 
of correction is figured out is shown in fig. 12, 
chart 204. (Manufactured by the Electric Stor¬ 
age Battery Co., Philadelphia.) 


fFreezing of Electrolyte. 

The freezing point of electrolyte depends 
upon its specific gravity. There is little danger 
of freezing except with a discharged battery. 

Water will freeze at 32° Fahrenheit. Hence, if 
the battery were to be discharged by some means to 
the point of where the electrolyte is near the gravity 
of water, the electrolyte would of course freeze near 
this point. 

In order to avoid freezing of the electrolyte, it 

should always be kept in a fully charged condition. A 


fully charged battery will not freeze in temperatures 
ordinarily met. Electrolyte will freeze as follows: 

Sp. gr. 1.150, battery discharged, 13 degrees abov# 

zero. 

Sp. gr. 1.160, battery % discharged; zero. 

Sp. gr. 1.225, battery % discharged; 38 degrees below 
zero. 

Sp. gr. 1.260, battery % discharged; 60 degrees below 
zero. 

Sp. gr. 1.280 to 1.300, battery fully charged; 100 de¬ 
grees below zero. 

When a battery is stored away for the winter, 

care should, therefore, be taken that the battery is 
kept in a fully charged condition. 

If the electrolyte becomes frozen, the expansion 
will sometimes break the jar, if not, simply place 
it in a warm place and it will come back to its normal 
charge. It is best, however, to recharge it first and 
then pour out the old electrolyte and put in new 
electrolyte of specific gravity of 1.300. 


The Hydrometer. 


The specific gravity or density of the elec¬ 
trolyte is measured by an instrument called the 
“hydrometer” —see pages 447, 449. 

This consists of a closed glass tube in the 
form of a short barrel with a longer stem of 
small diameter. Inside of the stem is a graduat¬ 
ed scale and at the lower end a few small shot 
are placed—see page 450. 

The hydrometer floats upright in the liquid 
and the point on the scale at the surface of the 
liquid shows the specific gravity, usually called 
‘ ‘ gravity. ’ ’ 

Method of use: For greater convenience, the 
hydrometer is usually placed inside of a larger 
glass barrel provided with a rubber bulb on top 
and a suitable nozzle on the lower end. This 
combination is knowrn as the “hydrometer 
syringe” (fig. 15, chart 204). 

By squeezing the bulb, inserting the nozzle 
into the electrolyte and releasing the bulb, elec¬ 
trolyte is drawn up into the glass barrel. Suf¬ 
ficient should be drawn up to float the hydro¬ 
meter clear of the rubber plug in the bottom. 

To prevent the hydrometer from sticking to the 
side of the barrel, it is necessary that the syringe be 
held in a vertical position. The reading is taken at 
the surface of the electrolyte and when there is no 
compression on the bulb. 

In recording the gravity of the different 
cells, it is customary to begin with the cell at 
the positive end. 

When the readings have been taken, be care¬ 
ful to put the electrolyte back into the same cell 
from which it was taken. Failure to do this 
often leads to trouble; that is, electrolyte is 
often taken out of one cell, the gravity noted 
and the electrolyte put back into another cell. 
The result is that the amount of electrolyte 


taken out of the first cell is eventually replaced 
with water, leaving the electrolyte weaker; 
whereas the electrolyte which was taken out 
and put into another cell would make the electro¬ 
lyte of that cell stronger, resulting in irregu¬ 
larity in the different cells. 

When to take a hydrometer reading: Take a 
hydrometer reading of each cell with the hydro¬ 
meter syringe at least once a week and just 
before adding water. 

If hydrometer readings are taken after adding water 

and before the car is run, they are of no value, as only 
water or very weak electrolyte will be drawn into 
the syringe. This is due to the water being lighter 
than the electrolyte, and therefore remaining on the 
surface until thoroughly mixed by running the car. 

Take hydrometer readings at any time that 
any part of the electric system does not work 
properly, a*s they may indicate the trouble. See 
also, page 864D. 

*Hydrometer Readings. 

This information is given in chart 204 and 
as follows: 


Specific gravity—1.280.fully charged 

Specific gravity—1.260. three-quarters 

Specific gravity—1.225. one-half 

Specific gravity—1.160. one-quarter 

Specific gravity—1.150. discharged 


An exhausted battery should be removed 
from the car and given a full charge. 

When the gravity will not rise above 1.225 or 
1.250 from generator charge on car—this may be due 
to excessive use of lights, together with slow running 
of the car, which cuts down the charging current from 
the generator, or it may be due to trouble in the sys- 
tem—see pages 422, 457. 

The remedy is to use lights sparingly, until the 
gravity rises above 1.250. If gravity will not rise 
above 1.250 within a reasonable time, look for trouble 
in the system. 


* Where battery is used for starting motors 1.275 to 1.300 sp. gr. at 70° F.—is the “full charge,” or top 
mark for battery'specific gravity. A battery with gravity below 1.225 can hardly inject the requisite energy 
into the starter to spin the engine, so that 1.225 is the practical low mark. 

Then 1.280 minus 1.225 = .055, termed 55 points, covering the range between full charge and complete dis¬ 
charge. 

Of course, a battery with gravity below 1.225 can operate the lights at a lower gravity. Suppose you try a 
hydrometer diagnosis and find the reading to be 1.255. Then 1.280 minus 1.2o5 equals 22Vk out of the 55 points 
of full range, from which you know that your battery is half charged or half discharged. 1.260 indicates three 
quarters charged or one quarter discharged. 

tA battery’s capacity is considerably less during zero weather than summer heat—see page 422. 







462 


DYKE’S INSTRUCTION NUMBER TIIIRTY-TWO. 


HYOROMETfR 

syrinoe 

PATENTEO *00 

oirEc/hons 




BEAUME AMO 
s-PCCirif.GRWir 
sc ALES 


:: :: 
iil-iJ 


THESTUWitCBMIEflY 
tumv ct 

NEW YORK 



•Fig. 1—Hydrome¬ 
ter syringe outfit for 
Shop UB6. 


Fig. 9. The 
“ Workrite ” 
hydro meter 
outfit sells 
for $1.50 in¬ 
cluding hy¬ 
drometer. Hy¬ 
drometer is 
placed in bot¬ 
tle with dis¬ 



tilled water. 



lfi_ 


Fl6 

1 






m 




wm 


a 


emt> sp-6r. 


Fig. 3.—Electrolyte tester. 
Fig. 1 shows a Baume scale 
on the left and a sp. gr. on 
the right—see table below. 


! FIG.4- | 

COMPARISON OF THE BAUME AND 

SPECIFIC 

GRAVITY 



SCALES AT GO* 

FAHRENHEIT. 



Degrees 

Specific 

Degrees 

Specific 

Degrees 

Specific 

Degrees 

Specific 

Baume 

Gravity 

Baume 

Gravity 

Baume 

Gravity 

Baum a 

Gravity 

0 

1 000 

17 

1.133 

34 

1.306 

51 

1.542 

1 

1.007 

18 

1.142 

35 

1.318 

52 

1.559 

2 

1.014 

19 

1.151 

36 

1.330 

53 

1.576 

3 

1.021 

20 

1.160 

3 7 

1.342 

54 

1.593 

4 

1.028 

21 

1.169 

38 

1.355 

h5 

1.611 

5 

1.036 

22 

1.179 

39 

1.368 

56 

1.629 

G 

1.043 

23 

1.1S8 

40 

1.381 

57 

1.648 

7 

1.051 

24 

1.198 

41 

1.394 

58 

1.666 

8 

1.058 

25 

1.208 

42 

1.408 

59 

1.686 

9 

1.066 

26 

1.218 

43 

1421 

60 

1.707 

10 

1.074 

27 

1.229 

44 

1.436 

61 

1.726 

11 

1.082 

28 

1.239 

45 

1.450 

62 

1.747 

12 

1.090 

29 

1.250 

46 

1.465 

63 

1.768 

13 

1.098 

30 

1.261 

47 

1.479 

64 

1.790 

14 

1.107 

31 

1.272 

48 

1.495 

C5 

1.812 

15 

1.115 

32 

1.283 

49 

1.510 

66 

1.835 

16 

1.124 

33 

1.295 

50 

1.526 




color for negative and 
different color for posi¬ 
tive; B, the potato if 
skin is off will show 
green for positive; 0, 
D and E show other 
methods. 

The storage battery 
polarity can be told by 
color of terminals. Posi¬ 
tive ( + ) is a dark 
color and negative (—) 
light color. 


Thir} Strips 
of L ead 

5oluhorj 
from B allery 


Fig. 6.—To determine the 
polarity of the charging cir¬ 
cuit, if a suitable voltmeter 
is not at hand, dip the ends 
of the two wires into a glass 
of water in which a tea¬ 
spoonful of salt has been dis¬ 
solved, care being taken to 
keep the wires at least an 
inch apart. When current is 
on, fine gas bubbles will be 
given off from the negative wire. 



DILUTE 

ACID 


SEVERAL INDICATED METHODS OF DETERMINING POLARITY 

A shows the me of pole-finding paper, which ienotes polarity by color; B illustrates the use 
of a potato to determine polarity; O is a glass tube filled with liquid, which is discolored bu 
the action of the current; D is a breaker filled ,oith acidified water, 

ar ° Und itJ E ™ * miniature borage battery, one of the plates of uM becomes 
discolored when in contact with positive pole occomes 


Types of Hydrometers. 

Two types of hydrometers are shown in fig. 1 and fig. 2. Fig. 1 is a 
large size garage outfit, whereas No. 2 is a smaller outfit. 

Fig. 3, shows a Baume scale on the left and a specific gravity scale 
on the right. The comparison is shown in fig. 4. 

“The “electrolyte” tester. Fig. 3 gives an arbitrary reading with¬ 
out showing the exact scale of the liquid in degrees, thus likened to the 
floating or sinking of an egg in brine to determine its strength, and ii 
recommended for small batteries where it is not essential to get the 
exact specific gravity. 

The glass balls in the instrument are hollow, and are accurately 
calibrated to float or sink in a certain strength of acid, and as mentioned 
in the description, they show by floating or sinking the condition of the 
acid near enough for all practical purposes and have the further advantage of 
requiring the least amount of acid to make the test. 

It requires only a tablespoonful of acid, and the acid is returned 
to the cell without removing the instrument from it. 

Directions for testing battery with an “elec¬ 
trolyte tester.” Compress the bulb and insert the 
nozzle through the cover of the battery and allow 
the acid to fill the tube. 

If the acid is at its proper strength 30 to 82 
degrees Baume or 1.260 to 1.280 specific gravity, 
both balls will remain in the center of the tube 
when the battery is fully charged. 

If both balls float, the acid is too strong and 
it should be reduced by adding water. 

If both balls sink when the battery is discharged, 
the battery should be fully charged, and then if 
the white ball does not float, stronger acid should 
be added. 

~ Finding Polarity. 

It is necessary to know the positive ( + ) and 
the negative (—) pole of a battery when charging. 

To find polarity, or which is negative (—) and 
positive pole (-}-) of electric wires or battery ter¬ 
minal? several methods can be used. Best plan is 
fig. 5. Others are shown in A. which is a special 

paper which shows a 


CHABT NO. 204-A—Electrolyte Tester. A Scale Reading in Baume and Specific Gravity. 
Polarity Testing: Finding the Positive and Negative Terminal of Electric Wires for Charging! 












































































































































STORAGE BATTERIES. 


453 


If after the battery has been fully 
charged, the gravity again falls to 1.250 or 
less, it indicates there is trouble somewhere 
in the system 'which must be located and 
corrected, and battery should be charged 
from an outside source, (see also, page 864D 
for “cadmium tests.’’) 

The specific gravity readings of all cells 
of a battery should normally rise and fall 
together, as all cells of a battery as used 
with most systems are connected in series so 
that the charging and discharging current 
passes through all alike, (see also “cadmium 
tests ’’ and pages 410, 416.) 

If the hydrometer reading of one cell 
should be considerably lower than the read¬ 
ings of the other cells in the battery, and if 
this difference should increase from week 


to week, it is an indication of trouble in 
that cell. 

The trouble may be due to a short circuit 
(page 456), causing the cell to discharge itself, 
or it may be due to a leaking jar, as a slight leak 
will allow electrolyte to escape, and if not no¬ 
ticed, the addition of water to replace its loss 
will lower the gravity. 

A short circuited or leaking cell must be at¬ 
tended to at once (pages 473-456). 

Thermometer used in connection with the 
hydrometer is very necessary as the sp. gr. 
readings are indicated at 70° F.; above or 
below this temperature the readings are 
not correct. See “Thermometer, its pur- 
pase,” pages 447, 449, 451. 

See page 457, locating battery troubles 
with a hydrometer, see also page 421 and 
422. 


**To Tell When a Battery Needs Recharging. 


On systems where a storage battery is 
kept charged by a generator run from the 
engine the system is supposed to be auto¬ 
matic and the indications would be a weak 
starting motor, or dim lights. The battery, 
however, in this case ought not be allowed 
to become weak. - 

By testing with a hydrometer as per chart 
204 the condition of battery can always be 
ascertained, and it is advisable to test at 
least once a week. 

1 i 

It will be well therefore before adding dis¬ 
tilled w^ater to the battery, to test the elec¬ 
trolyte with the hydrometer. 

It must be borne in mind that a battery 
used for a starting motor is practically dis- 

*The Volt Meter for 

A battery should never be discharged 
completely. As stated, when testing with a 
hydrometer 1.150 is the limit for batteries 
used for ignition and lights and 1.225 for 
starting motors. 

A volt meter can also be used to test the 
cells, but bear in mind the test is not prac¬ 
tical unless it is made when battery is dis¬ 
charging or charging. See page 414, 416, 
410, and note how meter is connected to 
test one or all cells. 

Each cell should never show less than 1.8 
volts per cell or 5.4. volts for a 6 volt bat¬ 
tery (readings taken when battery is dis¬ 
charging or charging). The normal voltage 
of the battery is 2.2 volts per cell when 
doing no work, which is, if the electrolyte 
be 1.250 sp. gr., usually lowered to about 

2.1 volts, due to internal resistance. 

The storage battery unless worked below 
1.8 volts, has a recuperative power of rais¬ 
ing from 1.8 volts to the normal 2.1 or 

2.2 volts within a few minutes after the 
discharge current has been discontinued. 

This act has often led many users astray 
as to their opinion of the condition of their 
cells. 


charged, or so low that it will not properly 
operate the starter, when specific gravity is 
1.225. Whereas when used only for lights 
or ignition, it will supply current down to 
1.150 sp. gr. 

As you charge your battery, the hydro¬ 
meter readings will increase with the state 
or degree of charge. 

As you discharge your battery, the read¬ 
ings will diminish with the degree of dis¬ 
charge. 

Therefore it is advisable to recharge from 
an outside source or run with fewer lights, 
and run more in the day time with lights 
off, when the hydrometer reading is as low 
as 1.225. See chart 204. 

Testing Battery. 

For instance, suppose one to be out with 
his car, and the spark is not sufficiently 
strong to give satisfactory ignition of the 
gases; he stops to locate the defect. Us¬ 
ually the first thought is, are the batteries 
right? The voltmeter is taken and pux, v o 
the cells and because they read 2.0 to 2.1 
they are deemed all good. 

Whereas, if the reading had been taken 
while battery was discharging, the volt me¬ 
ter would probably have read 1.8 volt or 
perhaps less per cell. In this way it often 
occurs, that much time has been lost in go¬ 
ing over the car looking for the defect, 
while all the time it has been the batteries 
which have innocently showed 2.0 volts, be¬ 
cause they were standing idle. 

The voltmeter can also be used to deter¬ 
mine the positive and negative pole of bat¬ 
tery. Touch voltmeter terminals instan¬ 
taneously across the circuit. If needle runs 
upward in the normal direction on the scale, 
voltmeter is properly connected and the 
wire which touches the positive meter ter¬ 
minal is thus identified as positive. If the 
connections were reversed, the needle would 
kick off the scale, indicating that the posi¬ 
tive terminal of the voltmeter should be 
connected to the other wire. Note—never 


*Note—Many repair shops have volt meters per pages 414, 416, 410. When a charged battery 
is discharging it will give say about 2 volts per cell until 50% of its capacity is used, then gradually 
drop to 1.8 volt per cell. Therefore a meter reading in one-tenth part of a volt will give accurate 
test if battery is on discharge, telling the condition between the 2 volt drop and 1.8 drop in fractions 
of a volt. Seo pages 416, 410, also page 864D, for “Cadmium Tests.’’ 

**Also see pages 410, 416, 414, 421 and 422. 


454 


DYKE’S INSTRUCTION NUMBER THIRTY-TWO. 


connect an ammeter to the terminals of a 
battery, unless a shunt is used. See chart 

191. 

The specific gravity test with a hydro¬ 
meter is the only safe way. Provide your 
self with a hydrometer to enable you to test 
the gravity of your electrolyte periodically, 


and you will avoid a great deal of trouble. 
(See chart f 204A.) 

It may be said that the condition of the 
specific gravity is the pulse of the cell, and 
certainly it is the one means of ascertain¬ 
ing the exact condition of health of the cell 
or battery. 


*Care of a Storage Battery. 


The care of a battery in service or where 
there is a generator on the car to recharge 
it, is summed up in the four following rules, 
which, if observed with reasonable care 
will result in the best service being ob¬ 
tained: 

1— Add nothing but pure water to the 
cells and do it often enough to keep the 
plates covered. 

2— Take frequent hydrometer readings. 

3— Give the battery a special charge when¬ 
ever the hydrometer readings show it to be 
necessary. 

4— Keep the filling plugs and connections 
tight, and the battery clean. 


Adding Water. 

Water must be added often enough to 
keep the plates covered. If the plates are 
exposed for any length of time, they may be 
seriously damaged. 


The length of time a battery can go with¬ 
out the addition of water will depend upon 
the season of the year, water being required 
more frequently in summer than in winter. 



Fig. 14—Section of cell, showing correct 
level of electrolyte. 

The best plan is to make it an invariable 
rule to remove the filling plugs once each 
week and add water if level of electrolyte 
is below bottom of filling tube. 

Never bring an open flame, such as a 
match or candle, near the battery. 

Always add the water regularly, though 
the battery may seem to work all right 
without it. 


In freezing weather, when necessary to 
add water, always do it just before running 
the engine. 

If temperature is extremely low, start the en¬ 
gine so that the battery is charging before adding 
water. 

The reason for this is that water being lighter 
than electrolyte will remain on the surface and 
will freeze in cold weather. If the engine is run, 
however, the gassing, due to the charging current, 
will thoroughly mix the water with the electro¬ 
lyte; also the motion of the car when running 
will have a similar effect. Thoroughly mixed 
electrolyte will not freeze solid, except at very 
low temperatures. 


The reason why the solution (electrolyte) 
falls below the top of the plates, is due to 

evaporation. Water evaporates when bat¬ 
tery is in service, the acid does not, there¬ 
fore it will be necessary to replace the water 
—but don’t add too little and don’t add too 
much. Many a case of apparent leak has 
been blamed to an over indulgence of water. 

You will have to replace evaporation but 
do not add enough water to any cell to 
raise the electrolyte above the indicated 
level. 

Electrolyte level. Note that for each 
battery there is a well defined level, up to, 
or nearly to which, you should endeavor to 
keep the surface of your electrolyte, but 
above which you must never raise the level 
of the solution when you add water to your 
battery. In the U. S. L. type EDO battery 
as an example, the level is 1 inch above 
plate tops. In the type EL the level is % 
inch. In all other types of U. S. L. bat¬ 
teries the electrolyte level is % inch above 
the plates. 

Not only should the electrolyte level be 
at the same height in all cells, but there 
should be the same amount of acid in the 
electrolyte in each cell. Therefore always 
restore the electrolyte from syringe when 
testing, back into cell from which it was 
taken. 


Each time water is added to the cells, 
first take a hydrometer reading of each cell 
to see whether all cells are equally healthy. 
No cell can live unto itself—if it goes 
wrong it affects the others. 

How to add water: Remove filling pings 
by turning to the left, and if level of elec¬ 
trolyte is found to be below bottom of filling 


ADDING 

WATER 



keep water above plates 

storage 

&ATT E RY 
inspect every week and 
ADO WATER IF NECESSARY. 


pv 1 

/ */ //A / 





W4 
v 


tube (fig. 1, chart 203A), add water by 
means of the hydrometer syringe or a very 
small pitcher until the level begins to rise 
in the tube. 


*Also see pages 421, 422, 416, 410. 





































455 


or OK AGE BATTERIES. 


After adding water be sure to replace 
filling plugs and tighten by turning to the 
right. If filling plugs are not tightened, 
the electrolyte will flood out of the battery 
and cause damage. Also wipe off the top 
of battery. 



‘7D 


DISTILLED 
Water 



**Kind of water: The water 
used must be of reasonable 
purity, as the use of impure 
water, if persisted in, will in¬ 
jure the plates. Distilled water, 
melted artificial ice, or rain 
water collected in clean re¬ 
ceptacles is recommended. 

Water collected in rain bar¬ 
rels from metal roofs, would 
contain a trace of the mineral 
—therefore avoid same. 


Nothing but pure water must 
be put into the cells. If acid 
of any kind, alcohol, or in 
fact anything but water, is 
added to the cells, it will result in very 
serious injury to the plates and may ruin 
them. 


There being no loss of acid, it is never 
necessary during normal service,' to add 
any acid to a battery. 

If electrolyte has been spilled from the 
battery by accident, the loss may be re¬ 
placed with electrolyte, see page 4 7 3. 

I ' 

Finding Level of Electrolyte. 

Unscrew the vent from its well, push a 
glass tube with both ends open, straight 
down, as shown above, through the 


well and against 
the tops of the 
plates. Then close 
top end of tube 
with your thumb 
and remove the 
tube with the top 
end still closed. 
The height of liq¬ 
uid in the tube 
equals the height 
of the electrolyte 
level above the tops of the plates. Be sure 
to restore the electrolyte to the cell from 
which it was taken. If you persistently 
take electrolyte from one cell and put it 
into another you will gradually get your 
cells unbalanced. Be sure to test levels in 
all cells. 

Take frequent hydrometer readings, for 
they show whether the battery is receiving 
sufficient charge. 

When the battery is used in connection with a 
charging generator system, the system is so de¬ 
signed and adjusted that the amount of charging 
current received by the battery from the charging 
generator (dynamo) should about compensate for 
the discharge current used when starting the 
engine or when lighting the lamps from the bat¬ 
tery. At medium or high speeds, the current for 
lamps does not come from the battery, but from 
the dynamo. 

It sometimes happens, due to unusual condi¬ 
tions, such as excessive use of lamps, especially 
when car is driven at low speed, that the battery 
will not receive enough charge from the dynamo 
and will become more or less discharged, which 
will be indicated by lowered hydrometer readings 
(pages 421 and 422). 

When battery is used alone (without genera 
tor), the hydrometer readings will likewise indi¬ 
cate the state of discharge of the battery and 
when it is necessary for it to be charged. 



*Care of Battery With 
Care of battery case: If water or elec¬ 
trolyte is spilled upon the battery or in the 

compartment, wipe dry with waste. If elec¬ 
trolyte is present in any quantity, use waste 
moistened with weak ammonia in order to 
neutralize the acid in the electrolyte. Do 
not allow electrolyte to collect upon the 
woodwork as it will cause deterioration. 

Once a week, when adding water, inspect 
all the battery connections and make sure 
that they are tight and clean. A loose or 
dirty connection may cause trouble when 
least expected. 


a Generator on the Car. 

Care of connections: If signs of corrosion 
of any brass or copper parts should appear, 
clean the parts thoroughly with weak am¬ 
monia and apply vaseline. 

Connections throughout the system must 
be examined periodically and kept tight and 
clean. Sometimes a connection even if 
tight, will give trouble, due to foreign mat¬ 
ter such as paint or varnish on the contact 
surfaces. This must be removed with a file 
or sand paper. The connections to the gen¬ 
erator and the grounding connections to the 
frame of the car must not be neglected. 


*Care of Battery Without a Generator on the Car. 


If the battery is used alone (without generator) 
to supply current for lights or ignition, it will not 
be necessary to add water except when the bat¬ 
tery is removed from the car for charging. 

Frequent hydrometer readings should be taken, 
however, and when the gravity falls below 1.200, 
the battery should be removed from the car and 
charged. 

Battery Out 

If the battery is not to be used for a consid¬ 
erable period, say the winter months or longer, 
it should be taken where it can be charged once 
every month and the plates kept covered by regu¬ 
larly adding distilled water. If charging is not 
possible, do not attempt to remove the electrolyte, 
hut send the battery to the nearest place which 
has facilities for the periodic charge. 

If this cannot be done, add distilled water to 
each cell until solution reaches inside cover, 
then charge to full voltage and store in a dry 
place. Inspect battery, once a month, refill with 
pure distilled water to make up for evaporation 
and give it a refreshing charge at the finish rate. 

It should be fully recharged before storing; also 


Do not allow the battery to discharge until 
completely exhausted, as shown by gravity fall¬ 
ing to 1.150 or thereabout and by lamps burn¬ 
ing dimly or voltage falling below 1.8 volts per 
cell. 

Give the battery a charge at least once every 
two months whether the hydrometer readings show 
this to be necessary or not. 

of Service. 

recharged when put into service again. Another 
point, don’t forget to disconnect battery wires, if 
left standing for a long period of time, in or¬ 
der to not lose its charge through a slight leak. 

If batteries are to be idle for a continued 
long period—fully charge, then remove electrolyte 
and put in distilled water. 

When battery is put into use again remove 
water, put in 1.300 sp. gr. electrolyte and re¬ 
charge. Just as soon as the electrolyte is put 
into battery under these conditions the plates will 
absorb the acid from the solution and will drop 
in sp. gr. to as low as 1.100 but just as soon 
as battery is put on charge and fully charged it 
will rise to 1.300. 


*See also pages 456, 458 and 422. 

a home-made still. 


**See also foot note page 458. See also, page 709 how to make 






















456 


DYKE’S INSTRUCTION NUMBER THIRTY-TWO-A. 


INSTRUCTION No. 32-A. 


^STORAGE BATTERY TROUBLES AND REPAIRS: 
Troubles; their cause and how to locate them. Repairing. 
Charging Rate and how to Charge a Storage Battery. 
Resistance; Lamps and Units. Rectifiers; Mercury Arc 
and Chemical. Battery Repairman s Outfit. Lead Burning. 
The Edison Storage Battery. 

Miscellaneous Troubles. 



Tbe storage bat¬ 
tery must be prop¬ 
erly cared for; if 
neglected, after a 
few months use it 
will not give satis¬ 
faction. 


Fig. 1. Sulphated plate. 


fSulphating of 
plates means that 
a white chalky ' 
substance forms 
on the negative 
plate which is a 
non-conductor and 
insoluble. The 
positive plate can 
be remedied b y 


charging, but not 
ao with a negative plate, if too far gone. A 
battery expert can sometimes remedy same, 
by long continued charging at a low rate. 

The cause of sulphated plates is usually 
due to lack of water kept over their tops, 
or battery left standing for a long time 
without charging. Also from sediment. 


Keep water above the plate tops, see to it 
that charging is not neglected, and that 
there is no discharge caused by short-cir¬ 
cuits within or without the battery, and you 
will have no sulphation. 


If yours is a “double voltage’’ system, 
■ee to it that the distribution of charging 
current is equalized. See page 4 66. 


*Keep battery terminals clean: Always 
have a solution of common baking soda and 
water handy for cleaning the battery term¬ 
inals; also vaseline for applying to battery 
connections after cleaning to prevent the 
acid from again corroding the connections. 



Arrow 
points (W) 
■how how bro- 
k e n down 
wood separa¬ 
tors allow 
plate to bend 
and touch 
causing a 
•hort circuit 
of plates. 


Also keep battery termi¬ 
nals tight—this is very im¬ 
portant. 

Battery short-circuits. Bat¬ 
tery short-circuits may be in¬ 
ternal, or external. 

If they are internal, the 

battery itself may be worn 
out, the plates warped or 
buckled, or a collection of 
sediment at the bottom of 
cells due to disintegrating 
plates, although the latter is 
rare because of the height of 
the plates above bottom of 
jar. 


External battery short-circuits may be 
due to acid on the top of the battery form¬ 
ing an electrolyte between terminals; bat¬ 
tery terminals sulphated, or in contact with 
top of metal battery box, or battery wire 
connections acid soaked. 


SPtiLtD acid makinc snoer c/ecuu 



Fig. 2. Common battery trou¬ 
bles and a simple test. 


Sediment—any impurities that tne water 
contains is left behind in the cells by the 
evaporation of the water. 

Mud and sediment will accumulate in the 
bottom of the battery and will eventually 
short circuit the plates, if any other than 
distilled water is used. The paste falling 
off the plates will also result in sediment 
collecting. When cleaning the sediment 
from a jar, the separators are usually re¬ 
placed at the same time. The need for clean¬ 
ing is usually indicated by lack of capa¬ 
city, excessive evaporation of the electro¬ 
lyte and excessive heating when charging. 

Buckling or warping of plates: There is 
a tendency for the plates to shed the paste 
after it hardens on the grid, called “buck¬ 
ling’ ’ of the plates, meaning to distort, or 
get crooked, from sudden high discharges. 
Other causes, will often cause the active ma¬ 
terial (paste) to loosen and fall out of the 
grids, and go to the bottom of the jar and 
cause a “short-circuit” from one plate to 
another. 

Some of the causes are: dead short circuit, 
as between starting motor and battery; over¬ 
charging by boiling excessively; violent dis¬ 
charging and short circuits inside of battery. 

When battery does not hold its charge, it is 
usually due to one or more of the above defects 
inside of battery—and each cell should be tested 
—see index “cadmium tests” and pages 410, 
416, *470. 


*See Inst. 29—pages 422, 416 for Battery Troubles of the Starting and Lighting System. 
tSee also page 470. 
















STORAGE BATTERY TROUBLES AND REPAIRS. 


457 


Overheating caused by overcharging may oc¬ 
cur if the regulation goes wrong and permits 
the generator to deliver excessive current. 



Fig. 4. A buckled plate. 


♦Diagnosing Troubles Due to 

If trouble should develop, as shown by the 
engine not cranking properly, lights burning dim¬ 
ly or “missing” of the engine when battery is 
used for ignition, look for the cause as indicated 
below. 

(1) Make sure that all tconnections are tight 
and that all contacts are clean. 

(2) Take a hydrometer reading of each cell. 

If battery is found to be exhausted (gravity 
1.150 or thereabout), give a special charge, out¬ 
side source. *• 

(3) If after having been fully charged, the 
battery is soon exhausted again, there is trouble 
somewhere else in the system, which should be 
located and corrected. 

(4) The wiring may have become grounded 
to the frame of the car, and cause a leakage of 
current which in time may completely discharge 
the battery. 

This may be tested for as follows: At night 
or in dark garage, turn on all the lamp switches, 
but remove the bulbs from the sockets and dis¬ 
connect the battery ground wire at the ground 


It would be well occasionally to feel your 
battery, particularly the lead link s and cover, 
after a long, hard drive. Should you suspect 
overheating, remove the vents from the cells and 
insert a thermometer, of the type made for in¬ 
sertion into liquids, into the electrolyte of each 
cell. The battery temperature should never be 
allowed to exceed 110° F. Garage men who 
make a practice of charging batteries in their 
plant should enforce this rule rigidly. 

Overheating should be avoided, because it 
expedites evaporation of water from the elec¬ 
trolyte, causes deterioration of plates and separa¬ 
tors, and tends to buckle the plates. Overheat¬ 
ing of one half the battery should be guarded 
against especially in “double voltage” systems.* 

the Battery. See also, page 577. 

plate. Then strike the bare end or terminal of 
the ground wire against the ground plate; if 
sparks are noticed, there is a ground in the wir¬ 
ing, which should be looked for and removed. 
(See fig. 6, page 413.) 

(5) If a broken jar or short circuited cell 
is indicated (gravity considerably lower than in 
other cells), have the battery repaired. 

When lamps burn dimly, turn on all the lamps 
and read the voltage with a low reading port¬ 
able volt meter of each cell or of the battery— 
see pages 416, 410. 

# 

If the voltage per cell is 2 volts or there¬ 
about, the trouble is in the connections. 

If cell voltage is low (1.8 volts or lower), 
the trouble is in the battery. See pages 456, 
416, 410. 

When lamps burn brightly, but engine will 
not crank, notice when attempting to start en¬ 
gine whether lamps become very dim or go out; 
if they do, the trouble is in the battery. 

If they continue to burn brightly, the trouble 
is in the motor or motor circuit. 


Locating Battery Troubles with a Hydrometer. 


A battery is said to be on open circuit when no 
proper circuit through which it could discharge is 
closed, as with a lighting or starting switch. Ability 
to maintain the specific gravity under such conditions, 
likewise means ability to hold the charge. The best 
way to test the battery in this respect is to insure 
a full charge as with a drive in the evening, to test 
all cells and make a note of the readings, and to 
again test the gravities with the hydrometer the next 
morning after, say 10 hours, have elapsed since charg¬ 
ing. If all cells maintain the gravity uniformly well, 
under such conditions you may be sure that the battery 
is in excellent health. 


Low gravity in all cells. If your starter occasionally 
fails to spin your engine, and if you confirm your 
suspicions that the battery lacks energy, by testing 
with hydrometer and finding the “gravity” low, say 
below 1.225 it may be that all the battery requires is 
an extra charge. You may have previously discharged 
your battery to so low a state that the normal generator 
output has not been sufficient to restore it. If failure 
due to low gravity recurs after this extra charge, you 
will know that your generator is failing to put enough 
current into the battery, and that the generating func¬ 
tion must be tuned up. Or it may be that a short-cir¬ 
cuit in the wiring is dissipating the battery energy. 


Low gravity in one cell. Should you find the grav¬ 
ity low in any cell, say 50 points lower than in the 
others, regard that cell with suspicion. Hydromete 
the cells oftener to determine whether the difference 
in gravities of the cells is increasing. If the trouble 
increases, the cause undoubtedly is that a short-circuit 
is commencing. Some one of the following conditions 
must be the cause: separators wearing through, or 
“mud” accumulating in the bottom of the jar until it 
touches the plates, or a piece of metal has fallen into 
the cell and has bridged across the plates. Again, 
water containing certain minerals may have been put 
into the cell and these minerals have prevented the 
cell from holding its charge. The remedy is the same, 
whatever the cause. The element must be taken out 
and the cause removed. New separators should in al¬ 
most every instance, be installed in all cells. 


A broken jar is sometimes the caiise of persistent 
low “gravity” in a cell. You can usually detect a 
broken jar from the fact that you will have to add 
water more frequently to its cell than to the others, to 
keep the plates covered. The electrolyte leaks through 
the crack in the jar and seeps out between the jar 
walls and sealing compound. The greater admixture 
of water to replace the electrolyte lost from such a 
cell, will naturally reduce that cell’s “gravity.” We 


*Also see pages 421 and 422. fA common trouble is one where connections of wire terminals to battery and 
ground connection to frame of car are not properly made—see page 421. 

^Double voltage system means where there are two dif ferent circuits to battery; using different voltages—see 
page 466. 


458 


DYKE’S INSTRUCTION 


NUMBER THIRTY-TWO-A. 


find, however, that 95 per cent of all cases of'suppos¬ 
ed leaks, are not leaks at all but are simply the result 
of adding too much water. 

Sulphation and low gravity. If the battery has been 
properly attended to there has bedn no chance for 
sulphation. But, suppose you have owned a battery 
for some time and have just acquired virtuous battery 
habits, so that you can vouch for what has been go¬ 
ing on in your battery. And suppose you observe that 
the gravity of a certain cell is persistently low, and 
that you have to add wuter too frequently to that cell 
to keep its plates covered. Mark that this by no 
means convicts the jar. You may have previously been 
inattentive, or at least partial with the water ministra¬ 
tion. As a result the tops of that cell’s plates may 
have been left exposed to the air for a spell, and so 
the plate tops may have become sulphated, and the 
disease has proceeded downward so as to affect the 
plates throughout. Then, if this evil had progressed 
far enough, the cell would not respond to charging and 
the “gravity” would not rise. The cell would be¬ 
come unduly hot during charge and would hasten the 
evaporation of water. 

1.150 or lower. With “gravity” as low as this, the 
battery cannot be depended upon even to operate the 
lights. 

Gravity too low to read. Hydrometer markings 
generally run as low as 1.150. Batteries may be found 


with gravities too low to bo measured with the ordi¬ 
nary hydrometer, so that you cannot fully diagnose 
the* battery with this instrument alone. 1 hese art.- 
extreme cases and require an expert s attention. I os- 
sibly all they require is a thorough charge, but the 
special conditions of the necessary charge njust 
observed. Should there be sulphation—and there 
is likely to be if the battery has stood long in a state 
of low “gravity”—the rate of charge secured in the 
automobile would undoubtedly overheat and buckle 
the plates and so injure both plates and separators 
And cause an earlv finish of the battery s career. 


Constantly high “gravity.” While we have indi¬ 
cated 1.285 as the proper top mark for full charge, a 
reading of 1.300 of itself need cause no alarm. How¬ 
ever, if a few hydrometer tests, and a study of your 
driving habits show you that you are regularly charg- 
ing your battery for considerable periods after the 
“gravity” reaches 1.285, it is up to you to do some¬ 
thing to abbreviate your charging, for your battery is 
getting more than enough, and you are daily shorten- 
ing its normal life. Have the generator output re¬ 
duced. And to clinch the improvement have a tour¬ 
ing switch installed (see page 427.) 


Excessive gravity. Gravity above 1.300 is certain¬ 
ly abnormal and points the accusing finger unerringly 
to the man who “doped” the battery with excess acid. 
Prompt reduction of the acid proportion is needed to 
save the battery’s life. 


*A Digest of Battery Troubles: Cause and Remedy. 


Liquid low in one cell.—Cause; cracked or broken 
jar.—Remedy; new jar. 

Electrolyte gravity won’t rise.—Cause; sulphated.— 

Sulphation.—Indication: gravity cannot be brought 
up by charging. Cause- overdischarge; standing dis¬ 
charged; raw acid added to replace evaporation instead 
of water; electrolyte level constantly low; internal 
short circuits. Remedy: give long 24 hr. charge at low 
rate. If this fails, put in new elements; balance 
electrolyte in each cell and charge for long period. 
See also, pages 461, 456 and top of this page. 

Overheating.—Cause; liquid low or charged too ra¬ 
pidly.—Remedy; refill with water and inspect regular¬ 
ly. or alter generator regulation. 

Electrolyte leaking at top.—Cause; solution too 
high.—Remedy; draw out a quantity with syringe. 

Battery constantly low.—Cause; under-charging.— 
Remedy; examine generator brushes, if o. k. increase 
charging rate and have battery charged from an out¬ 
side source. 

Buckled plates.—Cause; sulphation; overheating.— 
Remedy; charge at lower rate—keep liquid in cell— 
keep temperature below 110 deg. Give a 24 hr. charge. 

Battery exhausts quickly while idle.—Cause; short 
circuits or grounds—Remedy; go over wiring. 

Frozen battery—See page 451. 

Rotting insulators.—Cause; impure water—too much 
acid.—Remedy use distilled water only or melted arti¬ 
ficial ice.** 


Terminals corroded.—Cause; acid leak through vents. 
—Remedy clean with ammonia or washing soda. 

Jars break repidly.—Cause; battery not fastened 

down.—Remedy; see that proper cleats and bolts are 
fitted. 

Separators punctured. — Cause; overheating.— 
Remedy; renew separator and keep battery filled. 

Lights rise and fall.—Cause; battery low.— Remedy; 
recharge outside or by long run at 20 m. p. h. 

Battery won’t operate after storage.—Cause; not 

maintained during storage.—Remedy should have been 
kept charged—probably cannot be repaired owing to 

disintegration. 

Lamps dim although electrolyte at high level.— 
Cause; specific gravity too low.—Remedy; bring speci¬ 
fic gravity up to 1.275 by charging—see that generator 
gives 20 per cent more current than lamp consumption. 

Electrolyte down to 1.100.—Cause; overdischarge. 
—Remedy; give reforming charge at 3 amps, until up 
to maximum density. 

One cell dead.—Cause; insulation destroyed.— 
Remedy; watch overheating and overcharging— keep 
electrolyte up. 

Battery dead from usage.—Cause; using without 
restoring.—Remedy; charge for 24 hr. at rate marked 
on battery or until electrolyte reaches 1.275. 


Battery won t take charge. Cause; connectors loose Large sediment deposit.—Cause; active material 

see crystallized plates. Remedy resolder connectors dropping.—Remedy; take battery to service station at 

and plate holders. once, as material has become loosened. 

Storage Battery Pointers. 


(1) Learn to prepare the electrolyte. Use a large 

earthen crock or lead vessel with burnt seams. 
One part of chemically pure concentrated sul¬ 
phuric acid, is mixed with several parts of water, 
the proportion of water varying with the type 
of cell. (see pages 448 and 451.) 

(2) Prepared electrolyte may be purchased if desired 
—see page 473. 

(3) Always pour the acid into the water, never the 
reverse. 

(4) Use pure water, either distilled or rain water. 

(5) Allow the electrolyte to cool before placing in the 
cells. The specific gravity should be 1.200 or 25 
degrees Baume. Add distilled water if a higher 
reading is obtained. 

(6) Grids should always be at least % inch below the 
surface of the solution. 

♦♦Distilled water: Artificial ice is not always made o 
come from a metal roof or where mineral substances wi 
consist of a glass tube in which water is boiled and the 
will not do. See page 709 for a home made still. 


(7) Woolen clothing is little affected by acid. 

(8) Ammonia immediately applied to a splash of acid 
on the clothes, neutralizes the acid and prevents 
a hole being burnt in the material. 

(9) In case a bit of acid splashes into the eye, wash 
well with warm water and put into the eye a drop 
of olive oil. 

(10) Avoid the use of an open flame in a room where 
a storage battery is being charged, or in which 
it has been left for some time, as an explosive 
mixture of air and hydrogen may be formed. 

(11) Storage batteries are rated in ampere-hour, this 

being based on the steady current the battery 
will discharge. A battery that will discharge at 
five amperes for eight hours without the voltage 

[ distilled water. Rain water can be used if it does not 
get into it. Drug stores have small distillers which 

steam condensed into distilled water. Filtered water 


*Also see pages 422-423, 416, 410. 
bles”. 


See also, page 577 for a Digest of starting motor and generator trou 


STORAGE BATTERY TROUBLES AND REPAIRS. 


459 


falling below 1.75 is rated as a 40-ampere-hour 
battery. This does not mean that 40 amperes 
would be the output of the battery if discharged 
in one hour. The ampere-hour capacity decreases 
with the increase in current output. 

(12) The current in charging should be kept within 
the maker’s specified limit. One authority ad¬ 
vises for rapid charging covering a period of 
three hours, 50 per cent, 33 per cent and 16 two- 
thirds per cent of the total current for each con- 

, secutive hour. 

(13) The e. m. f. of the charging current at starting 
the charge, should be about five per cent higher 
than the normal e. m. f. of the battery. After 
a few minutes this voltage may be 10 or 15 per 
cent higher than the normal battery e. m. f. 
However, the battery is kept in the best con¬ 
dition by using a constant charging current and 
if necessary to maintain this, the voltage may be 
raised to 25 per cent higher than the normal bat¬ 
tery voltage. 

(14) Be sure the positive pole of the charging mains 
is connected to the positive side of the battery. 

(15) To determine the polarity hold the two wires in 

a glass of acidulated water or electrolyte, keep¬ 
ing them at least Vz in. apart. Gas will collect 
most at the negative lead. 

(16) A cell is fully charged: (a) If, with a constant 

current, the voltage and specific gravity do not 
change in one hour. (b) When the plates de¬ 
cidedly increase the quantity of gas given off. (c) 
When the specific gravity measures 1.275, and 
the voltage from 2.5 to 2.7. (d) When the neg¬ 

ative plate assumes a light gray rolor and the 
positive plate turns a dark broAvn. 

(17) Never adopt the method of putting a wire across 
the positive and negative terminals, to see if 
there is any “spark.” It is almost « dead short- 
circuit, and if the cell be of a small capacity of, 
say 30 ampere-hour, and the wire No. 16 copper 
the current may be anything from 30 to 100 am¬ 
peres for a fraction of time, which, Avhen cal¬ 
culated, is a very appreciable amount of the total 
capacity, if only for a second of time duration. 
It is also very detrimental to the cell, assisting 
the disintegration of the plates or active ma¬ 
terial thereon. 

(18) Lead cells should not be discharged below 1.7 
volts. 

(19) Excessive boiling will loosen the active material. 

(20) If the cells are hot while charging, reduce the 
charging current. 

(21) If a battery is not in use, give it a short charge 
once a month. 

(22) If white sulphate is formed on the grids, it may 
be reduced by charging at a high rate for a few 


hours and overcharging at a low rate for two or 
three days. 

(23) Continued sulphating will buckle the plates, as 
will also too rapid discharging. 

(24) A cell that has been short-circuited, should be 
disconnected from the battery and charged and 
discharged several times separately. 

(25) Makers furnish directions for keeping batteries 
when not in use. One way to do this is to charge 
the battery fully, then siphon the electrolyte out 
of the jars, to be kept until used again. The 
plates must then be removed and stored. 

(26) Never allow the cells to stand in a discharged 
condition, as it becomes very difficult to get 
them properly charged if left standing any length 
of time, unless great care is taken during the 
succeeding charge. 

(27) If the terminals begin to corrode, use vaseline. 

\ 

(28) Voltage readings should be taken only Avhen 
charging or discharging. 

(29) Do not let the battery get too warm; its tempera¬ 
ture should never exceed 100* F. 

(30) Use only distilled water to replace losses from 

evaporation. Add acid only in special cases. 

(31) Each time you charge, bring the gravity up to 
maximum, or charge until it has remained con¬ 
stant, for at least one hour in every cell. 

(32) When charging the battery, put in at least 20 
per cent more current (ampere hours) than is 
taken out, and at every third charge give it a 
50 per cent over-charge, at the finish rate for the 
general good of the battery. 

(33) Voltage readings are only approximate. Gravity 
readings give correct indications. 

(34) Keep the box containing the battery perfectly 
dry. if any acid is spilled into the box, wipe it off 
carefully with a piece of waste dipped in 
ammonia water. 

(35) When charging at the finish rate or 24-hour rate, 

leave battery on until bubbles begin to rise in 
the electrolyte, then for at least one hour longer. 

(36) Never add acid or electrolyte to the cells except 
to replace loss from spilling. 

(37) In cases where the specific gravity will not show 
any rise during or at the end of its charge, it 
indicates a short circuit, and the cell has not 
received its charge. 

(38) In cases where the specific gravity comes up to 
1.250 at the end of its charge, but falls to a 

lower figure during a period of idleness or stand¬ 
ing for say twenty-four to forty-eight hours, 
this also indicates a short circuit, or else local 
action (or internal discharge), due to contami¬ 
nation of the electrolyte by some impurity. 


**Charging 

The charge must always he given from a 
“direct” current circuit (never an alternating, 
unless a rectifier is used), and great care taken 
to connect the positive wire to the positive ter¬ 
minal of the battery either directly or through 
the Resistance which is usually necessary; the 
negative wire must then, of course, be connect¬ 
ed to the negative terminal of the battery. If 
connected in the reverse direction, very serious 
injury to the battery will result. To test for 
polarity, see page 452. 

Reversed charge: Should a reversal occur, 
put the battery on charge at the 24-hour rate and 
leave it on for several days. Do not take it 
off until its voltage and gravity both have reach¬ 
ed a maximum, with battery at normal tem¬ 
perature, 70 degrees F. 

Charging rate. Start the charge at a rate 
equal to the normal charging rate (start) or 

*See page 474. * See also, page 470 for charging a 

charging, see pages 737, 452. 


a Battery. 

lower, as shown in the tables and continue the 
charge until the cells gas freely. This will 
ordinarily take about six hours. Then continue 
the charge for six hours at the normal rate 
(finish), see tables, page 467. 

A battery charge is complete when, with 
charging current flowing at the finish rate given 
in the tables, all cells are gassing (bubbling) 
freely and evenly and the gravity of all cells 
have shown no further rise during one hour. 

The 24-hour rate is the one used for charging 
through the night, and cells charging at this rate 
may be left on continuously. 

If you have no voltmeter nor hydrometer, it 
is' possible to determine when the battery is 
fully charged by observing when gas bubbles 
begin to rise from the solution while battery is 
charging at the 24-hour rate. 

repaired battery. To find polarity of a battery when 


460 


DYKE’S INST RUCTION NUMBER THIRTY-T WO-A._ 

Charging Storage Batteries from a *110 Volt 
Direct Current Circuit Using Lamps. 

A storage battery can be charged from a 110, 220 or 500 volt 
direct current circuit by merely placing lamps into circuit, so that 
the current in passing through the lamps must pass through the 
battery. The lamp method is not an efficient method, borne of the 
small garages utilize the lamps for lighting the garage—see page 4b5. 

Tho amount of current or amperes, depends upon the candle power 
or watt capacity of the lamp and the method of connection. 

A 32 c. p. 110 volt, carbon filament lamp will pass approxim¬ 
ately 1 ampere and is a 100 watt lamp. V atts are found by multi- 
plying the voltage of the circuit (100 volts used instead of 110, 
is near enough in this instance) by the ampere capacity, as 100 
volts X 1 amp. = 100 watts. 

A 16 c. p. 110 volt carbon filament lamp will pasB Va ampere and 

is a 50 watt lamp. 

To Charge a Single Battery. 

The best rate to charge any battery is at a slow rate for a long time, but in many instances 
it would require too long a time. About a 6 ampere rate would be best for small batteries, but 
if battery is a 90 or 100 ampere-hour “starting and lighting battery, we will use say, 10 
amperes, or J.0, 32 c. p. 110 volt lamps, per fig. 1 (only 9 lam;-s shown). Lamps are connected in par¬ 
allel,” or across the line and battery is connected in “senes with the bank of lamps. 

A high rate will charge the battery quicker but battery heats up quicker, which is injurious to bat¬ 
tery. In fact, in charging any battery the temperature should not be above 110 degrees and if it rises to 
this point the charge is too heavy and should be cut down. To find the polarity of charging wires and bat¬ 
tery, see page 452. 

Charging 1 to 11 Batteries. 

Place batteries in “series” per fig. 4, page 462. 
Then use the number of lamps per table below. We are 
assuming that charging circuit is a 110 volt direct. 




Number of 

No. of 32 c. p. 110 V. Lamps 

No. Lamps for 

No Lamps for 

Batteries 

at ‘'start" and amp's. 

"fimsh’' tate 

' '24 hour' ' rate 

1 

10L—10a 

3b 

5b 

2 

10L— 9'iia 

31. 

51. 

3 

11L— 

31. 

5L 

4 

1'2L— 9Vt«a 

41. 

61. 

5 

13L— SWa 

41. 

61. 

6 

15b—lO'-'W 

41. 

7L 

7 

17L—lOti.ia 

51. 

81 . 

S 

19L— lOKa 

61. 

9L 

9 

2J L— 9%.a 

61. 

101. 

10 

25 L—10a 

SI. 

12b 

11 

30L— 9 ! /i«a 

91. 

15b 

L designates lamps in circuit and a, 

amperes passing 

to battery. 

It will 

be observed, that to 

charge more than one bal 



tery, more lamps are used in order to obtain the same 
amperage rate of charge, or nearly the same. This is 
due to the fact that as each battery is connected in 
series with another, the battery voltage is increased. 

When charging several batteries, the practice is to charge at 6 amperes 
during the day and 3 amperes at night. This permits watching in day 
and avoids overheating at night. 

Above table is figured for a discharged 90 to 100 ampere-hour 6 volt 
starting and lighting battery (see page 467). If smaller batteries are 
on the line, or if some are partially discharged, then charge at 24 hour 
rate until smaller ones or partially discharged ones are charged, then 
remove them. 


30 Ampere, Lamp Charging Outfit. 

Fig. 37 outfit has a base of hard wood and No. 12 wire is used. Various charging rates can be had by 
switching on banks of lamps instead of unscrewing lamps. Note 2, 4, 8 or 16 lamps can be used singly, 
or all together which would make 30 amperes total. Each 32 c. p. 110 volt lamp gives 1 ampere. 

To obtain 20 amperes, switch on the 4 and 16 bank: 10 amperes, switch on the 8 and 2 bask; 6 am¬ 
peres, put 2, 16 c. p. % ampere lamps in 2 bank, which would give 1 amp., and use this with the 4 bank. 

Ammeter indicates quantity of current in amperes, passing to battery. It can be connected in series 
per figs. 37 and 3. An ordinary dash type can be used if rate of charge is not over capacity of meter. 
If in connecting meter, hand points wrong direction, reverse the connections to meter. 

Testing Battery For Charge. 

The battery requires careful watching. A volt meter or hydrometer or both can be used for testing. 

A volt-meter is connected “across the line” per fig. 3. which is shown testing the entire battery. It is 
best to test each cell, per A, page 416. See also, page 864D to 864E. 

If volt-meter reads 2.4 to 2.5 volts per cell when charging, decrease number of lamps to 2% to 3 am¬ 
peres. Charge for about 5 hours more and if still reads 2.5 volts, charging is complete—see also pages 

453, 459. 

A hydrometer is used most for testing during charge. If on a test the specific gravity (s. g.) shows 

1275 to 1300 and battery “gases” freely, then reduce charge to 2 % 
or 3 amperes for say 5 hours more, being sure temperature does not rise 
over 110 degrees. If s. g. does not change, battery is charged. See 

also page 459. The 2 V 2 amperes can be obtained by using 2—32 c. p. 

lamps and 1—16 c. p. 110 volt lamp. 

On some old batteries the s. g. may not rise above 1250, then it is a 
matter of using it and recharging again soon. 

A Rheostat 

Shown in fig. 25 is a wire resistance, mounted on the back of a slate 
base. The resistance »is iron wire, German silver or other kind of re¬ 
sistance wire which can be placed in the circuit, more or less amount, 
by movement of lever. See also page 464 and pages 474, 864K. 


AM-METER 



|Ou 

I 

i) 


BATTERY 


CHART NO. 205—Charging Storage Batteries with Direct Current from a Lighting Circuit, using 
Electric Lamps. A Rheostat. *See page 465 for charging from 220 and 500 volt circuit. 

























































































STORAGE BATTERY TROUBLES AND REPAIRS. 


461 


Hurrying a charge; this is not recommended, 
but when unavoidable proceed as follows: 

Put the battery on double the “start” rate 
given for your battery in the table of rates, 
chart 205-1). 

Lighting batteries can be placed on the line 
with batteries capable of taking a charging 
rate higher than that usually given to sparking 
batteries, and at all times the batteries should 
be left on until gravity has reached its maximum 
and remained stationary at this maximum for 
at least an hour. 

Charging Rates. 

Commence the charge at the current rate 
given under “start” Chart 205-D. Be sure 
that the rate is correct for the particular type 
of battery. Continue to charge at the maximum 
rate until the cells begin to gas or bubble freely, 
at which time the voltage will be approximately 
2.5 volts per cell (7.5 volts for a 6-volt battery). 
When one or both of these conditions are obtain¬ 
ed, reduce the charging current to the value 
given under “finish,” chart 205-D by unscrewing 
the proper number of lamps (if charging as per 
chart 205), and continue to charge at this rate 
until the cells again gas freely, and the specific 
gravity of the electrolyte ceases to rise, as indi¬ 
cated by successive half-hour readings taken 
after the cells begin to gas. 

At the end of charge the voltage will be ap- 

Charging 

•{-Resistance required: If only one battery 
is to be charged from a 110 volt direct current 

circuit, resistance must be used in series with 
the battery to reduce the voltage of the circuit 
to that of the battery. 

The most convenient resistances to use are 110 
volt 32 candle power carbon filament lamps, con¬ 
nected in parallel with each other, and the com¬ 
bination in series with the battery (chart 205). 
With this arrangement each lamp will allow one 
ampere of charging current to pass through the 
battery, so that the number of lamps required 
will depend upon the charge rate of the battery 
(tables, chart 205-D). 

For instance, for type XC-15, “Exide,” 
charge rate 7 amperes, seven lamps will be re¬ 
quired. 


proximately 2.5 volts per cell with the current 
flowing at the minimum rate, but on a new 
battery this voltage wall be greater, reaching 
as high as 2.65 volts per cell. 

+The specific gravity of the electrolyte at the 
end of charge should be at a maximum between 
the value 1.275 and 1.285. Correct all specific 
gravity readings for temperature as described 
under “specific gravity,” page 449. Make sure, 
that the battery is full, but do not overcharge. 

The temperature of the electrolyte should not 
be allowed to exceed 100° Fahrenheit during 
charge. If this temperature is exceeded, cool 
the battery by reducing the charging current, 
or by temporarily stopping the charge. 


Charging and Discharging Sulphated Batteries. 

With the sulphated battery, the charging should be¬ 
gin at about a two or three-ampere rate and should 
not be allowed to raise beyond five or six amperes. A 

thermometer reading should be made every hour and 
the temperature of the solution should never be much 
over 100 degrees Fahrenheit. Never let it heat more 
than 110 degrees. When the cells begin to gas and 
give off bubbles, take the battery off of the charger 
and discharge the battery by connecting some lamps 
on it or some resistance across its terminals. Put 
in just enough lamps or resistance to draw a discharge 
current equal to 1/10 the ampere hour capacity; (if 80 
ampere hour batteries, discharge at an 8-ampere rate) 
discharge the battery until each cell has a voltage of 
1.6 to 1.7 volts while the battery is discharging. Re¬ 
peat this process from two to three times and the sul¬ 
phate will be well broken down and the battery in good 
condition. See also page 470. 

Circuit. 

If 32 candle power lamps are not available, 
then double the number of 16 candle power lamps 
will be required as the current rating is only 
% of that of the 32 c. p. lamps. 

If tungsten or other high efficiency lamps are 
used, more than twice as many will be required 
than if carbon filament lamps are used, owing 
to the lower current rating of the former. 

If the battery is to be charged from a 220 
volt circuit, use two lamps in series in place of 
each of the lamps necessary when charging from 
110 volts, and twice as many lamps, if they are 
not 220 volt lamps, see page 465. 

If only a 500 volt circuit is available, it is 
necessary to use five lamps in series in place of 
each of the lamps used when charging from 110 
volts. (See fig. 15, chart 205-B). 


*Cliarging Equipment for a Shop. 


Install the necessary wiring, etc., so that 
batteries can be easily connected up and charged 
where they stand on the bench. Apply vaseline 
freely to battery terminals and exposed copper 
wire. 

Lamp resistance: Thirty ordinary lamp sock¬ 
ets are mounted on a board and wired up to snap 
switches in groups containing two, four eight 
and sixteen lamps respectively. A suitable main 
switch, fuse cutout, ammeter and terminal block 
complete the outfit. 

Any good electrician will understand this 


layout and can make it up and install it quick¬ 
ly and at moderate expense. 

With this equipment from one to twelve 3 
cell batteries can be connected in series (the 
positive terminal of one connected to the nega¬ 
tive terminal of the next and so on) and charged 
at one time. 

The lamps which are in series with the bat¬ 
teries make it possible to regulate the current 
passing through the battery to the proper value. 
Different combinations of the switches permit 


*Fig. 37, page 460. tSee page 
gasoline engine and dynamo—see 
just or balance electrolyte. 


474 for explanation of a “rheostat.” 
page 824, also page 864L. tSee also, 


—A complete charging plant including 
page 864E and page 471, how to ad- 


462 


DYKE’S INSTRUCTION NUMBER THIRTY-TWO-A. 



♦Belt Driven Generator for Charging 
Storage Batteries. 



Fig. 1.—Battery charg¬ 
ing outfit which can be 
operated from line shaft, 
engine, or any other 
source. Speed of dyna¬ 
mo is 2,000 r.p.m. V6 
h. p. required to operate. 

Will charge any battery 
or combination of bat¬ 
teries not exceeding 30 
volts. Any voltage: 6, 
12, 18, 24 or 30 volts. 

Fig. 2 — Switch-board 

of a typical battery 
charging outfit. 

(1) Brackets for 
support; (2) double 
reading ampere meter; 
(3 & 4) bolts, (5 & 6) 
fuses; (7-8-9) double 
pole single throw 
switch; (10) slate slab 
(11) rheostat resistance. 

This outfit sells for 
a reasonable price and 
would soon pay for it¬ 
self in any garage. 


Fig. 1 Belt driven generator and 
switchboard. 


b d 
•SwrrcH 

P 


1 


AMMETER 


q 


r-o o 
ROSES 


L! 


RHEOSTAT 

3 Q- 


Rear 


TO DY /V AMO 


(+) POSITIVE 


TO DYNAMO 


<-) NEGATIVE 


BATTERY!—) NEGATIVE 


BATTERY(t) POSITIVE 


TO DYNAMO 


E/ELD 


Fig. 3—Rear of switch-board showing 
connections. 


To 3 H'/rcMacAAO _ 

PXAST *!■**«/O'DATtlRT ' 


TO SrV/rCMOOARQ 


r n*ar*e o"A>rrtr r Pm 7/»i «-* 


f tq c=> jfej a c^ l J t? g vf L j4 w J t? r? tf I 


Fig. 4—Method of connecting batteries 
to be charged, (in series). 

Any combination of voltages can be had 
up to 30 volts. . 

For instance 5, volt batteries could 
be connected in series, or one 18 volt 
and one 12 volt battery—or two 12 volt 
and one 6 volt, etc. See also, page 864K. 


**The G. E. Motor-Generator (fig. 5 below). 

Fig. 5. This battery-charging outfit is designed especially 
for the purpose of recharging automobile lighting and igni¬ 
tion batteries. The outfits are furnished in five sizes, suit¬ 
able for the private garage to that required for the large pub¬ 
lic garage which has quite a number of batteries to recharge 
daily. 

The outfits consist of a small motor-generator set (either 
alternating or direct current motor coupled to direct current 
generator) with switchboard panel mounted thereon. 

The switchboard panel has a voltmeter for indicating the 
voltage, and an ammeter for indicating the amperes of the 
charging current delivered to the batteries being charged. 

There is also a generator field rheostat for controlling the 
charging voltage and current, and a snap switch arranged 
to open or close both charging and motor circuits at a 
single turn. 

Ratings of outfits: These outfits are furnished for service 
on either 110 or 220 volts, 60 cycles alternating current cir¬ 
cuits, or for 110 or 220 volts direct current circuits, and as 
before stated, are furnished in five sizes. 175, 250, 375, 500 
and 750 watts output. The 175- and 250-watt outfits, can be 
furnished for generator voltages of 12, 18 or 24 volts as de¬ 
sired. The 375-watt outfit is furnished for 36 volts, the 
500-watt outfit for 48 volts, and the 750-watt outfit for 
72 volts. 

The rheostat mounted on the switchboards have in all cases 
sufficient capacity to reduce the voltage generated to one- 

quarter of that for 
which the outfit is 
rated. 

By reducing the volt¬ 
age generated by means 
of the rheostat, the 24- 
volt outfits can there¬ 
fore be used for charg¬ 
ing batteries as fol¬ 
lows: 

One 6-volt battery. 

One 12-volt battery. 

Two 6-volt batteries 
Two 12-volt batteries. 
Three-6-volt batteries. 
One 18-volt battery. 
Four 6-volt batteries. 
One 24-volt battery. 

One 6 and l-12v. bat. 
One 6 and l-18v. bat. 
Two 6 and l-12v. bat. 


VOLT 

METER 


VOLT 
METER 
SWITCH 


MOTOR 

SWITCH 



AM 

METER 

FIELD 

RHE05TM 


GEN. 

SWITCH 


2 


(I M D 
o <d a 1 D 



MOTOR GENERATOR 

Fig. 5. General Electric Motor- 
Generator Set. 


CHART NO. 205-A—Battery Charging Outfits; Belt Driven Generator; Motor-Generator Set. 

*See pages 864K to 8G4L. Note the type 9G direct current generator and 9R switchboard. **See 9G motor 
generator set of another make, pages 864K, 864L. 






































































































































STORAGE BATTERY TROUBLES AND REPAIRS. 


463 


current to pass through two, four, six and 
eight and so on up to all thirty lamps and 
then through the batteries in series with 
them. 

^Resistance unit: Instead of lamps, resist¬ 
ance units (fig. 11, chart 205-AA) of ap¬ 
proximately 35 ohms "resistance and 3.3. am¬ 
peres capacity each may be used. This 
equipment will occupy less space than the 
lamps and serve the same purpose. 


ttRheostat:—Instead of either a lamp re¬ 
sistance or unit resistance panel, a rheostat 
can be used, see fig. 25, page 4 60. 


Number of Batteries 
lo Charge (each hav 
ing 3-cells) 

To Charge Batteries at 3 Amps. 

To Charge Batteries at 6 Amos 

Ohms of Resistance 
Necessary 

Tap To Which To 
Connect Battery — 

Ohms of Resistance 
Neceseary 

Tap To Which 
Connect Bettery 

1 

34 tt 

A 

20.7 


2 

32.5 

B 

19 5 

O 


30 8 

O 

18 2 

If 


2K 3 

1> 

16 9 


5 

26 2 

K 

15 7 

J 


Fig. 18. Table showing ohms resistance re¬ 
quired for battery charging—referred to in 
chart 205-AA. 


Rectifiers. 


Alternating current flows alternately in 
opposite directions and is used to a great 
extent for house lighting. Only direct cur¬ 
rent which is constant or a continuous cur¬ 
rent, is suitable for charging storage bat¬ 
teries. 

Alternating current can be rectified so it 
will flow in one and the same direction. It 
can then be used for charging storage bat¬ 
teries and such a device is called a rectifier. 

There are several types of rectifiers as 
follows: 

1— Chemical rectifier, page 4 66. 

2— Mercury arc rectifier, page 4 65. 

3— Motor-generator set, page 462, 864K. 

4— Synchronous commutator type. 

5— Tungar rectifier, page 4 65. 

6— Vibrator type, 465, 466, 864L. 

The synchronous commutator type rectifier is 
merely an alternating current motor with which 
a commutator is used to change the alternating 
current to direct current. 

The vibrator type rectifier is divided into two 
classes; one whereby the storage battery being 
charged, determines the polarity of the charge 
and the other whereby a permanent-magnet de¬ 
termines the polarity of the charge, per page 
465, fig. 62. 

With this, and previous mentioned rectifiers it 
Is important that positive and negative poles of 
battery be connected to the positive and negative 
of the rectifier. 

On one other type of vibrator rectifier, which is 
similar to fig. 62, page 465, but minus the perma¬ 
nent-magnet, there is another winding on the elec¬ 
tro-magnet, which is “shunted” across the battery 
terminals and which takes the place of the per¬ 
manent magnet. 

**With this type it does not matter which of the 
terminals connects with the battery, as the voltage 


from the battery will set u_p its polarity in the 
electro-magnet. The disadvantage, however, ia 
that if battery is almost totally discharged there 
will not be sufficient voltage to excite the electro¬ 
magnet which should determine the polarity of 
the charge. 

Water Rheostat and Chemical Rectifier. 

More or less confusion exists, relative to the 
difference between a Rectifier and a Water Rheo¬ 
stat, due to their similarity of construction. 

They are however, vastly different both as to 
action and principle. 

One of the most undesirable features of Rec¬ 
tifiers similar to that shown in fig. 22, chart 
205-C, is its internal resistance, whilst in a water 
rheostat, the resistance is its main feature. 

Where current is rectified from alternating to 
direct by chemical action, the current flows in one 
direction, and deposits a coating of aluminum hy¬ 
droxide, which insulates the aluminum electrode, 
from the liquid. This must be scraped off from 
time to time, to keep down as much resistance as 
possible. 

The construction and action of a water rheostat 
Is as follows: Say current is to be taken from 
500 volt direct current—to pass 3 to 9 amperes; 
use a 5 gallon stone jar and mix 1 part sulphuric 
acid to 3 gallons water. Use 2 lead plates or 
soft metal as electrodes; the main requisite being 
that they have sufficient area to keep the heating 
effect down as low as possible. Current applied 
at one terminal leaves the plate and passes through 
the water to the other plate. One of these is 
made stationary and the other movable and the 
resistance is regulated by changing their relative 
distance apart. The farther they are apart the 
greater the resistance. During the action of the 
rheostat, the water is decomposed into its natural 
elements,—oxygen and hydrogen,—and the loss 
must be made up occasionally by the addition of 
more water. 

The prime object of a rheostat (see page 474) 
is to cut down the voltage; of a rectifier, to change 
alternating current into direct current. 


***Storage Battery Repairing. 


To properly repair storage "batteries the 
tools and supplies as well as a lead burn¬ 
ing outfit is required, as per chart 205-F. 

fThe usual battery troubles are sulphat- 
ing and buckling of plates, broken down 
separators and sediment accumulation in 
the bottom of the jar. 

To repair a battery it must first be dis¬ 
assembled.. Before disassembling the de¬ 
fective cell should be located by testing, and 
inasmuch as other cells may be on the verge 
of a break-down it is advisable to disassem¬ 
ble all cells. If other cells are not defec¬ 
tive, they should be washed and new sep¬ 
arators added 

Disassembling. 

To disassemble: The first step is to re¬ 


move the filling plugs, to give more room to 
work upon the battery terminals. Then 
disconnect the terminals and intercell con¬ 
nectors, the sealing compound which covers 
the jar is removed first by using a hot putty 
knife. Steam or a flame is also used to 
first soften the compound. 

Next: Remove connectors (fig. 2 3, chart 
205-E) as follows: take a' brace with a % 
inch wood bit and bore lead connector cen¬ 
trally over each post. (Fig. 24.) Then work 
off with a pair of pliers—another method; 
is to play a burning flame on the joint, at 
the same time pulling connector with a 
pair of pliers. 

Be careful gas is not coming out of cell 
when handling a flame about it. 


—continued on page 469. 

*See page 207 “ohms” and 209 “resistance.” 

**When charging with the rectifier, the matter of connecting the positive of the charging so'urce 
to positive of the .battery is important on all rectifiers except this one. tCan be obtained of Domestio 
Engineering Co., Dayton, Ohio. 

***These directions do not apply to any particular make of battery. We have used the “Exide” 
in many instances, to show relation of one part to another. 

fWhen to tear down a battery; when one or all of the cells do not take a charge after being 

on charge for 24 hours—then make a “cadmium test,” page 864D. tfSee page 474. 


















464 


DYKE’S INSTRUCTION NUMBER TIIIRTY-TWO-A 


Farts necessary to construct this 5 battery, charging outfit: 

1— Double pole single throw switch. 

2— 10 amp. plug cut outs (fuses). 

1—Ammeter, reading 0 to 30 amperes. 

40 ft. of No. 16 rubber covered flexible wire. 

1—Resistance unit with two taps. 

1—Resistance unit with nine taps. 


Construction — The resistance 
units can be had of the General 
Electric Co. of Schenectady, N. Y. 
They are merely coils of wire 
(spiral resistance wire) wound on 
cylindrical tubes over asbestos and 
baked on the cylinder. The tubes 
are encased in porcelain and meas¬ 
ure 22 inches long and 2 inches di. 

Taps—There are two taps from 
each single resistance unit (fig. 
12). Fig. 13 has 11 taps or con¬ 
nections. Each resistance unit in 
this example has 15 ohms capacity 
and is known as the 15E form P. 

These resistance units are inex¬ 
pensive, costing in the neighbor¬ 
hood of one dollar each. 


IIO VOLT DIRECT CUR 


N- 


RfT(T^-^ 




FUSS PLUG CUT-OUT: 10 AMP 

DOUBLE POLE SINGLE THROW 
SWITCH .DPS.T'' - 


\P 





F1U. 12 


ONE 3-CELL BATTERY 


Fig. 11.—Resistance charging circuit. 


teries. If a battery has 6 cells it is treated the same as two, 3-cell batteries; 
if it has 9 cells, it is treated the same as three, 3 cell batteries, etc. To 
figure the amount of resistance necessary to charge 1 o 5 batteries, that 
is; 3-cell batteries, on a 110 volt direct current line, note the following: 

Resistance is always referred to as so many “ohms”—if one 3-cell bat¬ 
tery is to be charged at a 3 amperage rate, figure resistance necessary to 
put in series with the battery as follows: N X SV = TV. In which 

N stands for number of cells, SV, stands for single voltage, or the volt¬ 

age of one cell, and TV stands for total voltage. Submitting the letters for 
figures we have—3 cells (N) X 2.1 volts (SV) = 6.3 volts (TV). The 
total voltage of a 3-cell, 6-volt battery at beginning of charge. 

110V — 6.3V 

-= 34.6 ohms = resistance required. 

3 amp. 

Arrived at as follows; 110 — 6.3 = 103.7 -j- 3 = 34.6. 

If two, 3-cell batteries are to be charged at 3 ampere charge; multiply 

the 6.3V in above example by two—-for instance: 

110V — 12.6V 

- = 32.5 ohms = resistance required. 

3 amp. 

If three, 3-cell batteries are to be charged at 3 ampere charge; multiply 
the 6.3V in the first example by 3; if four 3-cell batteries are to be charged 
multiply by 4; etc. 


fig. n 


hb 

oO 


□ w» 

5 „(k ■ 


hgglef 

igiigs- 


z 

£ 

-» 


z 

I 

e 


P . . 
V gol2 

P 00003 


z 

P 


I I£ 

(«-N 

O o b. 

w 55 
? Pm 


zOfS 
O o CD 










If the batteries are to be charged at 5 amperes, divide by 5, instead of 
8 in the above examples, for instance: 

110V — 6.3V 

- =x 20.7 ohms = resistance required. 

5 amp. 

To charge two 3-cell batteries at 5 amperes: 

110V —12.6V 

- = 19.5 ohms resistance required etc. 

5 amp. 


Fig. 14.—Method of con¬ 
necting more than one bat¬ 
tery to charge. Note bat¬ 
teries are connected in ser¬ 
ies—the positive pole of 
one battery, to negative pole 
of another, etc. 


To increase the amperage of charge, say to 10 amperes per hour; divide by 10 instead of 3 or 5 am¬ 
peres and cut out enough units, to give the required resistance necessary. 

To operate on a higher voltage than 110 volts, as explained in the example above; say 220 or 500 
volts—to find resistance necessary, use 220 or 500 instead of 110 volts. 


How to charge—the two resistance units (figs. 12 and 13) in diagram, give 15 ohms each, or a total 
of 35 ohms (actual addition shows 30 ohms, but will give 35). One of the units (fig. 13), has 11 taps, so 
that the entire 11 resistance coils (RW) can be thrown into the circuit or only part of them as shown in 
diagram. The resistance unit (fig. 12) is connected at all times, which is 15 ohms. The other 15 ohms 
in fig. 13, can be subdivided as follows: 

By merely connecting the wire from battery (—negative) to A—all resistance (30 ohms—will give 
85) is in the circuit. When connected with (J) only the resistance in unit (fig. 12) is in circuit Table 
fig. 18, page 463 will explain how and wljy the resistance units are added or cut out. 

By following the arrow points, on diagram, from + P wire, over switch from the main wire, the cir¬ 
cuit can easily be traced. The dotted lines represent the connections at different taps on the fig.’ 13 unit. 

When connection is at A, this gives the least current, as the entire 30 ohms is in circuit. When at 
F, 22% ohms resistance is in the circuit. The ampere current flowing may be read on the ammeter. The 
actual current will depend upon the number of batteries in series, as per diagram fig. 14. If the current 
obtained at A, is not sufficient, then cutting out resistance by connecting with B, or O and so on, each 
giving a greater current than the one preceding; the maximum being given at J. 

As the batteries become charged the rate will become less, but may be increased again to 5 amperes, 
by proceeding with the next operation of cutting-out resistance. Charge until the specific gravity has 
reached a maximum (see page 461), and remained there for five hours. This is the standard? indicating 
completion of charge. The cells should gas at the same time. If they do not the maximum gravity has 
not been reached. The important point to watch in charging is not to let the temperature of the cell get 
above 110°. If it does the charge must be temporarily stopped, until the cell cools down, and then con¬ 
tinued at a lower rate. But be sure to charge until the specific gravity has remained at a maximum for 
5 hours. In case one battery becomes charged first it should be taken out of circuit and the re- 
m aining batteries charged at 5 or 6 amps, until the charge is completed. 

CHART NO. 205AA—Charging Batteries with Resistance Units. A Practical Home-Made Charg¬ 
ing Outfit—from Direct Current Source only. See page 4 63 for Table Showing the Ohms 

Resistance Required. See also 474 for explanation of resistance. A charging plant suitable for small 
towns wherd there are no electric plants and for garages is shown on pages 824 and 864L. 















































































































STORAGE BATTERY TROUBLES AND REPAIRS. 


465 



.■jutADo* 

cum switch i 
TO Off 12 n 
vovrs ra©*-< j 

ftrn 

0#«n 

CHAAGtNO AT 
4VOCTS 


cwA»G.n« 

CuaocwT 

w 

M t 

X J 

CuDSC SWITCH (8) 
wn*ll CHANGING 

at kvxrs 

OP»N *.«!)( 
V/5'HB U vOCTS 
batt rr. 

AO SHOWN 

Fig 

16 



1 

o * 

T 



1- |** 

T9 LUMP 
SWITCH 

Kmo(tS 

XI Ovn 

nt w 
JO :» C 
i3 O* 

ft —« 

HC*» 







ibrator Direct 
+ 

Stg Battery 

Fig. 62. 


nnnr 



TO MAIN LIGHT 

wiers- 
AtTE«NAriNG 
Cu^RFf'O- no 
OR 2-20 VOLTS 



^STARTING 

> RFbi5TAMCE 


BATTERY 


■P 


Fig. 6—Mercury arc recti¬ 
fier for 60, 50, 40, 30 or 
25 cycles, 110 volt. 


Graphite 

(Anode) 



Tungttcn 

Filament / \ _ j) 
(Cathode r“^T 



Charging From 500 Volt Circuit. 

Fig. 15—To charge a battery from a 500 volt direct current circuit. We will use 
32 c. p. 100 volt lamps. In order to not burn out the lamps, place five in series, as 
A to B. 

The five lamps however, owing to the series connections will not allow but one 
ampere to pass. In order to pass two amperes, another bank of five are placed in a 
parallel or multiple connection as at A1 to Bl. For three amperes, another row from 
A2 to B2. For four amperes, another row A3 to B3. Therefore, four amperes of 
current would pass to battery. If five amperes were desired use five more lamps con¬ 
nected as above. 

Charging From a 220 Volt Circuit. 

As the voltage increases the amperage decreases. Therefore a 32 c. p. 220 volt lamp 
takes but Vz ampere. The same method as fig. 1 and fig. 37 page 460, can be used, 
but use 220 volt lamps. If 10—220 volt lamps are used, arranged as shown in fig. 1 
and on a 220 volt circuit, only 5 amperes would be obtained. Therefore 20, 220 volt 
32 c. p. lamps would be required for 10 amperes, or 60 for 30 amperes. 

Another plan would be to use 2—16 c. p. 110 volt lamps in“series,” but “paral¬ 
lel” to the circuit per fig. 30 below. This would give 1 ampere for each pair of 
lamps. Therefore 8, 110 volt, 32 c. p. lamps connected per fig. 30 would give 4 amperes. 

Lighting Garage With The Charging Current. 

A current economy in charging storage batteries can be effected by utilizing the 
current that is ordinarily consumed by the resistance shown in fig. 15, and on page 
460, in lighting the garage at the same time. The banks of lamps can be placed 
separate from where the charging is being done if correct size wire is used. 

Charging 12 Volt Battery on 6 Volt Circuit. 

Fig. 16—A simplified illustration showing how to charge a 12-volt battery from a 
6-volt direct current circuit is shown in illustration. The 3rd and 4th cells are not 
connected, but wires connect with a single pole switch, which is closed when battery 
is being used for 12-volts. When being charged at 6 volts, the single pole switch 
(A) is opened and switch (B) places the two sets of 3 cells in parallel. 

Rectifiers—see also pages 4 63 and 864L. 

Fig. 5—The mercury arc rectifier is used considerably for charging electric vehi¬ 
cle batteries. A maximum of 30 amperes is the average. A large glass tube con¬ 
tains mercury in its base. Graphite terminals 1 and 2, are the “anodes.” Ter¬ 
minal 3, is the “cathode” for negative wire, there being only one. G, is the 
transformer. A small electrode 4, connected to one side of the alternating 
current, is used for starting the arc across the mercury. Tilting the tube, causes 
a mercury bridge between the terminals and produces an arc when tube is turned 
in a vertical position. When the current alternates, first one, and then the other 
“anode” (1 and 2), becomes positive, and a continuous flow is towards the mer¬ 
cury “cathode” (3), thence to battery, back to opposite side of supply. 

. *Figs. 59, 60—Thje Tungar rectifier consists of a hot argon low pressure gas 
filled bulb B, fig. 60 and fig. 59, with a “cathode” F, (Tungsten filament) and an 
“anode” A, transformer T, for exciting the filament, rheostat R, and the load 
which is shown as a storage battery. The connections in fig. 60 show the half 
wave rectifier in its simplest form. 

Principle: Assuming an instant when the side C of the alternating-current 

supply is positive, the current follows the direction of the arrows through the load, 

rheostat, bulb, and back to the opposite side of the alternating-current line. A 

certain amount of the alternating current of course, goes hrough the trans¬ 
former T to excite the filament, the amount depending on the capacity of the bulb. 

When the alternating-current supply reverses and the side D becomes 

positive, the current is prevented from flowing'. In other words, the cur¬ 

rent is permitted to flow from the “anode” (A) to the “cathode” (F), or 
against the flow of emitted electrons from the cathode, but it cannot flow 
from the cathode to the anode with the flow of electrons. 

Fig. 62—The vibrator type rectifier is divided into two classes; one with 
a transformer which transforms the alternating current from 110 volts to 
10 or 12 volts. The current then passes through an “electro-magnet,” the 
amount of current to operate the vibrator being regulated by resistance 
RE, fig. 62, page 465. 

The purpose of the electro-magnet, vibrator and permanent-magnet is as 
follows: If the alternating current flowing through the electro-magnet 
is 120 cycle waves per second, the core (N) of electro magnet would change 
its polarity each cycle wave. 

If, however, some means were employed to cut out 60 of the cycle waves, 
and utilize only one-half of the waves, or only every other cycle wave which 
flows in one direction and which would be a direct flow of current, then the 
vibrator would close the circuit to battery at VS, and charge battery. 

This is possible, by placing a “permanent magnet” at the end of the elec¬ 
tro-magnet, as shown in fig. 62, which keeps the electro-magnet core defi¬ 
nitely N. & S. During the time the 60 cycle waves per second are flowing 
one way or in harmony with the permanent magnet polarity, the vibrator 
“cuts in” the battery,* and during the time the 60 cycle waves flow in the 
other direction, the vibrator is not attracted by the core (N), because cur¬ 
rent is flowing in an opposite direction to that of the polarized magnet core 
and magnetism is not set up. 

D A spring, not shown, is attached to the vibrator which is adjusted 
f to hold vibrator away from the core (N) until current flowing in har¬ 
mony with the permanent magnet polarity, both combined, draws the 
vibrator to core. The resistance (BR) fig. 62, is used to limit the 
amount of charging current to battery, say 6 amperes. 

tPositive and negative wires must be connected correctly, but on 
another type of vibrator rectifier, as explained on page 463, this is 
not necessary. 



CHART NO. 205-B—Lamp Resistance—Continued from page 460 
*See advertisement in back of book on the G. E. Tungar rectifier. fSee page 
when charging from a rectifier. 


Rectifiers. 

737 to tell 


polarity of battery 
















































































466 


DYKE’S INSTRUCTION NUMBER TIIIRTY-TWO-A. 



Wood box lined 
with zinc 

Glass Jars 6 or 7 In. dl 
by 10 In. high 

Lead plates same size as 
aluminum plates 


^Alternating current 110 volt 
comes In here. 


Fig. 20. A Westinghouse alter¬ 
nating current rectifier. Suitable 
for charging a storage battery. 


Fig. 21—Another make of rectifier of a similar 
principle, is explained on page 463, 465. The 
current starts in one end alternating and passes 
out of rectifier into battery as direct current. The 
two above rectifiers will charge a single 3 cell bat¬ 
tery at 5 amperes—from 110 volt circuit. 

♦When charging with this rectifier, the matter of 
connecting the positive of the charging source to 
the positive of the battery is not so important as 
it is when charging from 110 volt direct current 
through lamp bulb resistance, as the rectifier as 
soon as connected, establishes its own polarity or 
proper direction of current if of the “electro-mag¬ 
net-vibrator type” explained on page 463. 



Wood strips 
l'/^-ln. wide 


Water 

overflow 


-CNARCINfi CIRCUIT 


3 CELL L' 
VOCT BATTWrr 




57 





SCTitf 

TT 

3 VOCT 

VTXTS_fc* Cw > 


♦— UftMTtNO 

CIRCUIT 





Aluminum plates Vi in. thick. 
2 in. wide. 


**Fig. 22—A chemical rectifier—not very efficient, 
but can be utilized if a better system is not avail¬ 
able. There is a tendency for liquid in jars to get 
hot and boil if too high a current is passed through 
-i it, otherwise water not necessary. 

t 

Amount of charging current is regulated 
by using 16 or 32 c. p. lamps, % ampere 
will pass through a 16 c. p. lamp and 1 
amp, through a 32 c. p., therefore more 
lamps, more amperes flowing. About 2 
amperes or 4—16 c. p. lamps is best with 
this outfit, which of course would require 
a long time to charge 100 ampere hour 
battery if entirely exhausted. (Motor Age.) 


volt apart 



Battery Connections. 

The explanation of lamp connection dia¬ 
grams here shown starts with the upper 
left hand illustration. 

(1st) A 6-volt 3-cell battery from 
which the head lights are 6 volts. 3 volt 
tail and dash light are connected in series. 

(2nd) (Just below) a 12-volt, 6-cell 
battery from which we have connected 6- 
volt lamps, using a “neutral” or third 
wire connection as shown in illustration. 
The battery is charged from a 12-volt gen¬ 
erator. 


80 

hou* cell och 



9 CFU.S 

connected 

IN PARALLEL 


Figs. 9-10. Cell connections. 


(3rd) This 16-volt 8-cell battery is connected in the same manner 
using 8-volt lamps between the third wire. 

( , 4tll > (Upper rig* 1 .*) .From the 18-volt, 9-cell battery we have 
“till V hree Berate circuits of 6 volt each. This system must neces¬ 
sarily have t0 he balanced, that is, equalize the current taken from 
each group of three cells each, else the charging would not be 

Wn*/ 0 ^' This could be balanced better than shown in the illustration. 
Note the load is not equalized. 

(5th) 24-volt, 12-cell battery divided, two circuits 12-v. each. 

Fig. 9. Note we have 9 cells connected in series, (upper illustration) 
each cell gives 2 volts, in fact all cells give 2 volts, but the amperage or 
output varies according to the size and number of plates to each cell. 
Suppose in this instance, each cell is an 80 ampere hour capacity cell 
In the series connection we would have 18 volts and 80 ampere hour 

Output* 

Fig. 10. If cells were connected is series parallel, with S ceUs In 
senes and then parallel or multiple connection as shown, we would have 

at the terminals, the voltage of 3 cells, or 6 volts and the amperage of 3 
cells, or 240 ampere-hour capacity. 

Note 18-volts x 80-amp. = 1,440 watt hours, and 6-volts x 240-amp = 
i,440 watt hours. Showing that the total out-put is the same, the 
only difference being the rate of out-put. 


CHART NO. 205-C—Rectifiers for Charging Single Batteries. Explaining How Storage Battery 
Cells can he Arranged to give Various Voltages. 

♦♦The solution consists of a concentrated solution of common baking soda in pure water. 

*See foot note, page 463. 

















































































































































































U-S-L 6-VOLT IGNITION BATTERIES 


467 


'Catalog 

"L” in 

“W” in 

“H” in 

Wts. 

Number Hours 

Numbers 

Inches 

Inches 

Inches 

Lbs. 

Continuous 






Sparking 


AL-307 

AL-309 

K-303 

K-305 


8 1/16 
5 3/32 
7 1/16* 


7% 
7 * 

6% 

6 * 


«% 
8 % 
8 % 
8% 


30 

36 

17* 

26* 


70 Hrs 

90 

30 “ - 
60 “ - 


CHARGINQ RATES IN 


AMPERES 


Starting 

Finishing 

24-Hour 

Rate 

Rate 

Rate 


6 - 

• 8 - 

2 - 

4 


ltf- 
2 - 
1 — 
2 - 


-2% 

3 

1* 

3 


U-S-L 6-VOLT LIGHTING BATTERIES 

Lighting Batteries Cannot be Used for Starting. 


LIGHTING CAPACITIES 


CHARGING RATES IN 
AMPERES 


• Catalogue 
Number* 


*•» M • 

L in 
Inches 


*‘W" in 
Inches 


"H" in 
Inchts 


Wts. 

Lhs, 


Number of Hours Batteries will 
Sustain Ampere discharges of 


1 Ampere 5 Amperes 7%Amperes 


Starting Finishing 
Rate Rate 


AL-307 

6* 

7* 

8% 

30 

50 

AL-309 

8 1/16 

7* 

8* 

36 

70 

AL-311 

9* 

7 * 

8* 

43 

90 

AL-313 

10 11/16 

7% 

8* 

49 

no 

AL-315 

12 

7% 

8% 

56 

130 

AL-319 

14% 

7 * 

8* 

69 

170 

CL - 307 

6X 

7* 

9% 

31 

60 

CL-309 

8 1/16 

7* 

9* 

39 

85 

CL-311 

9* 

7* 

9* 

47 

105 

CL-313 
CL 315 

10 11/16 

12 

7% 

7* 

9% 

9% 

55 

63 

130 

150 

F L-307 

6% 

5* 

10* 

30 

50 

FL-309 

8 1/16 

5% 

10% 

36 

70 

FL-311 

9* 

5* 

10% 

43 

90 

FL 313 

10 11/16 

5* 

10* 

49 

110 

FL 315 

12 

5* 

10* 

56 

130 

FL-319 

14% 

5% 

10% 

69 

170 

K-307 

9 1/32 

6% 

8* 

35 X 

70 

K-309 

11* 

6* 

' 8% 

46% 

92 

K-311 

13 1132 

6* 

8% 

55% 

120 


< < 
< i 


7 Hrs 

10.5 “ 
14 

18 

21.2 “ 

28.8 “ 

8.5 “ 

12.6 “ 
16.8 “ 
21.2 “ 

25.2 “ 

7 4 * 

10.5 “ 

14 “ 

18 

21.2 “ 
28.8 “ 
10.2 ** 

15.5 “ 
20 


4 Hrs 

6 •* 

8 “ • 

10.5 “ 

13 “ 

18 “ 

4.8 “ 
7.2 

9.9 
2.6 “ 

15.5 “ 

4 “ 

6 “ 
8 “ 

10.5 •* 

13 “ 

18 “ 

6 2 “ 
9 “ 

12 “ 


1 


- 6 ■ 
■ 8 
-10 
-12 
14 • 
18 
/ 

■ 9 

■ 11 
14 
16 

6 

- 8 
-10 
-12 

14 
18 
- 6 
- 8 
• 10 


-1%- 

o _ 

id 

2% 
■3 - 
■3%- 
-4K- 


*72 

ix- 

2% 


3 %■ 

4 - 

i %■ 


2%- 
-3 - 
3% 

-4 'A 
-3 - 
-4 - 
-5 — 


2*-Hour 

Rate 

— 2 % 

— 3 

— 3K 

—4% 

— 5% 

— 6 X 

— 2% 

— 3% 

— *% 

— 5 

— 6 
~ 2% 

— 3 

— 3% 

— 4% 

— 3% 

— 6? 4 

— 4% 

— 6 
— 7% 


U-S-L STARTING AND LIGHTING BATTERIES 6 Volt. 


Catalogue 

Numbers 


“L” in 
Inches 


"W in 
Inches 


“H" in 

Inches 


Wts. 


LIGHTING CAPACITIES STARTING CAPACITY 


No. Hours batteries will Sustain 
ampere discharges of 


Plinutes Batteries 
will sustain am¬ 
pere discharge of 


A-311-B 

A-313-B 

A 315 B 

A-319 B 

C-311-B 

C-313B 

C-315 B 

C-317-B 

G-311-B 

G-315-B 

F-311-B 

F 313-B 

F-315-B 

F-319-B 

A-607-B 

A-609-B 

A 611 B 

A • 613 B 

C 607-B 

C-609 B 

C 611 - B 

C-613-B 

G-607-B 

G-609-B 

K-607-B 

F-609-B 

F 611-B 

F 613 B 

F-615-B 

EL-607-D 

EL-613-B 

LA-613 


A-909-B 
F-907-A 
F-909-A 
F-911-A 
F-907-B 
E DC-909 

A-1207-A 
A-1207-B 
F-1207-A 
EL-1207 
EL-1209 


9* 

10 11/16 
12 
u% 

9 % 

lu 11 16 
12 

l.t 5/16 

9 * 

12 

9% 

10 11/-6 
12 

14* 

12 * 

15 

17% 

20 X 
12 * 

15 

17* 

20 % 

12* 

15 

12 * 

15 

17% 

20 % 

23 

10 5/16 

21 13'16 
21* 


22 3/16 
15 11/16 
15 13/16 
15 13/16 
18% 

15 

12 * 

23* 

12 * 

19% 

19% 


7* 

7 * 

7 Vi 
7 * 

7* 

7* 

7* 

7* 

7 * 

7* 

5 % 

5% 

5* 

5* 

7* 

7 * 

7* 

7* 

7* 

-3/ 

</8 
7 * 

7% 

7% 

7% 

5% 

5* 

5% 

5* 

6 

7* 

5 13/16 
7 9/16 


7% 

6X 

8 1/16 
9% 
5% 
8% 

14 

7* 

11 

7* 

8% 


8* 

8% 

8* 

8* 

9* ■ 

9% 

9% 

9% 

11* 

11 * 

10 * 

10% 

10 * 

10 * 

8% 

8* 

8* 

8% 

9* 

9* 

9* 

9% 

11 % 

11 % 

10 * 

10* 

10 * 

10 % 

10 % 

9 

10 7/16 
9% 


9 

9 

10 % 

10 % 

10 % 

12 * 

9 

9 

10 % 

10 7/16 
10 7/16 



1 Ampere 5-Amperes 

7* Amperes 

120 amperes 

43 

96 Hrs 

14 Hrs 

8 Hrs 

11 5 

Min. 

49 

110 

4 4 

18 “ 

10.5 “ 

15 

4* 

56 

130 

• i 

21.2 “ 

13 “ 

18.8 

44 

.69 

170 

4 4 

28.8 “ 

18 “ 

27.2 

• 4 

47 

105 

4 i 

IH.h “ 

9.9,“ 

14.2 

4 4 

55 

130 

4 4 

21.2 “ 

12.6 *• 

18.7 

4 4 

63 

150 

4 4 

25.2 “ 

15 5 “ 

23.5 

4 i 

71 

175 

<( 

29.5 “ 

18.1 “ 

28.5 

4 4 

62 

130 

4 4 

22 ‘ ‘ 

13 5 “ 

20.5 

4 4 

SO 

185 

4 4 

33.2 “ 

20.5 " 

33.5 

44 

43 

90 

4 • 

14 “ 

8 “ 

11.5 

• 4 

49 

110 

1 4 

18 “ 

10 5 “ 

15 

44 

56 

130 

4 4 

21.2 “ 

13 “ 

18 8 

4 4 

69 

170 

4 4 

28.8 “ 

18 “ 

27.2 

44 


1 2 Volt Batteries 



57 

50 

Hrs 

7 Hrs 

4 Hrs 

5.1 

Min. 

70 

70 

4 t 

10.5 “ 

6 “ 

1 8.4 

* 4 

84 

90 

• 4 

14 " 

8 “ 

11.5 

4 4 

97 

110 

4 4 

18 “ 

10.5 “ 

15 

4 4 

63 

. 60 

4 4 

8.5 “ 

4 8“ 

6.5 

4 4 

79 

85 

4 4 

12.6 “ 

7 2“ 

10.1 

4 4 

95 

105 

4 4 

16 8 * 

9 9“ 

14.2 

4 4 

in 

130 

4 • 

21.2 “ 

12.6 *• 

IS.7 

• 4 

86 

80 

4 4 

11.8 “ 

6 7 

9.3 

4 4 

104 

105 

4 4 

17 “ 

10 “ 

14.2 

4 • 

57 

50 

4 4 

< 

4 “ 

5.1 

44 

70 

70 

4 

10.5 “ 

6 “ 

8.4 

4 4 

84 

90 

• 4 

14 “ 

8 “ 

11.5 

4 

97 

110 

4 4 

18 “ 

10.5 “ 

15 

4 4 

110 

130 

4 4 

21.2 4 ‘ 

13 “ 

18.8 

4 * 

54 

45 

4 4 

5.8 “ 

3.1 “ 

4 

4 4 

89 

100 

4 4 

14 8 “ 

S.7 “ 

12 

4 4 

97 

110 

4 t 

18 “ 

10.5 “ 

15 

44 


18 Volt 

Batteries 



103 

70 

Hrs 

10.5 Hrs 

6 Hrs 

8.4 

Min. 

84 

50 

4 4 

7 “ 

4 “ 

5.1 

4 i 

103 

70 

4 4 

10.5 “ 

6 “ 

8.4 

« 4 

122 

90 

4 4 

14 “ 

8 “ 

11.5 

4 4 

84 

50 

4 4 

7 “ 

4 “ 

5.1 

4 4 

105 

70 

44 

10.5 “ 

6 “ 

8.4 

• 4 


24 Volt Batteries 



112 

.50 

Hrs 

7 Hrs 

4 Hrs 

5.1 

Min. 

112 

50 

• 4 

7 “ 

4 “ 

5.1 

4 4 

112 

50 

4 • 

7 “ 

4 “ 

5.1 

4 4 

105 

45 

4 4 

5 8“ 

3.1 “ 

4 

• 4 

127 

60 

4 4 

8.7 ** 

4.7 “ 

6.6 

4 1 


CHARGING RATES 
IN AMPERES 


Starting 

Rate 

10 

12 

14 

18 

11 

14 

16 

18 

14 * 

20 * 

10 

12 

14 

18 


6 

8 

10 

12 

t 

9 

11 

14 

8% 

11% 

6 

8 

10 

12 

14 

5 

10 

12 


8 

6 

8 

10 

6 

8 

6 

6 

6 

5 

6%' 


Finishing 

Rate 

2% 

3 

3* 

4% 

3 

3* 

4 

4% 

3% 

5 

2* 

3 

3% 

4% 


1* 

9 


2% 

3 

IX 

2% 

3 

3% 

2% 

3 

1* 

o 

2% 

3 

3* 

1* 

2* 

3 


2 

1% 

2 

2* 

1* 

2 


1% 
1* 
1 * 
1% 

IX 


24-Hour 

Rate 

3X 

4% 

5% 

6* 

4% 

5 

6 

6* 

5* 

7% 

3% 

4 * 

5% 

6% 

2* 

3 

3* 

4% 

2% 

3% 

4X 

5 

3% 

4 % 

2% 

3 

3X 

4 % 

5% 

2 

3% 

4 % 


3 

2% 

3 

3X 

2* 

3 

2% 

2% 

2% 

2 

2% 


With Tungsten Lamps, one Ampere is equivalent to 6 Candle Power, or 2 side and 1 Tail light. 

„ ,. .. ftve .. *• •• “ 30 “ “ “ 2-12 C. P. Head, 2 side and 1 Tail light. 

„ .. .. .. « •< •< 45 •• •• “ 2-18 “ “ 2 side and 1 Tail light. 

ONE AMPERE, with 6 Volt Tungsten lamps is equivalent to 6 Candle Power, or 2 side and 1 Tail light. 

piVE .. .. .. x •• •« *• •• 30 “ " “ 2-12 C. P. Head, 2 side and 1 Tail light. 

SEVEN and ONE-HALF AMPERE with 6 Volt Tungsten lamps is equivalent to 45 C. P., or 2-18 C. P. Head, 2 side and 1 Tail. 

•See text stating how the catalog numbers indicate the number of cells and plates.__ 


CHART NO. 205-D—Charging Rates. Ampere Hour Capacities. This Table is Applicable to Other 
Batteries. *See page 443. See pages 432 and 433 for current consumption of lamps. 















































































































468 


DYKE’S INSTRUCTION NUMBER TIIIRTY-TWO-A. 





Vitro Plug 


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lg. II Section ol Battery 
Bolted Connection* 


) til Fig. 22. Section of Battery— 

• M _ 

7i Burned Connection*. Double Flange Cover 




r .. A| 
SaS s 


Ftg. 26. Section of Battery—Burned 
Connections. Single Flange Cover 


Fig. 30. Straightening plates 


A lead connector 


Fig. 31. Inserting separators 




The top construction shown in Fig. 1, chart 203-A is com¬ 
mon to all modern types of “Exide” starting and lighting bat¬ 
teries. 

There are three general types, differing in minor details which 
are clearly set forth in Figs. 19, 22 and 26. 

Fi-g. 19 shows the bolted connection type, which always takes 
the double flange cover. 

Fig. 22 shows the burned connection type with the double 
flange cover—(DC). 


inis* vv-uz **x tA 

a** 1 


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Fig. 24. Boring a lead connector. 


Fig. 26 show’s the burned collection type with the single flange 
cover—(SO). 


CHART NO. 205-E—Illustrations Explaining the Burned and Bolted Connectors. Single and Dou¬ 
ble Flange Tops of Battery Cells. Straightening Plates. Inserting Separators. 

Exide illustrations are used as examnles. 
















































































































































































469 


STORAGE BATTERY TROUBLES AND REPAIRS. 

—continued from page 463. 


After the connections are removed, unseal 
by heating a flat-bladed knife (a putty knife 
will answer) in a flame, and run it through 
the sealing compound close to tho jar wall 
all the way around. This will loosen the 
compound, and the element with the cover 
on it can be lifted out of the jar. 

If elements are difficult to remove, don’t 
pull too hard—if they do not come—fill cell 
with boiling water, which will soften the 
whole cell, and plates will come out readily. 

Taking element apart: After removing 
the cover, lay the element down with the 
plates on edge and slightly spreading the 
plates, withdraw the separators one at a 
time. The positive and negative groups can 
then be separated and the dismantling is 
complete. 

How To Examine Plates. 

Remove the group and examine plates by 
holding up side down and look down them 
and note if plates are warped or bulged out 
and if they press against separator, or if ac¬ 
tive material has worked between, thereby 
short-circuiting. Also see if separators are 
good. 

If positive plates are not warped and sep¬ 
arators are in good condition, yet battery 
will not hold charge, then the fault must be 
with the negative plates. 

Examine negative plates, and see if the 
filler is bulged out and very porous or spongy 
and if active material has fallen out. At 
first glance you would hardly notice this, 
but examine carefully. If in this condition 
there is no need of putting in new separa¬ 
tors, but put in new negative plates and 
separators, providing positive plates are 
good. 

A battery with negative plates in poor 
condition will take a charge all right, the 
gravity test will be o. k. as will a voltage 
test, and have all the indications of a 
healthy battery, yet will not hold up to 
capacity. See also page 416. 

When putting in new plates, be sure both 
are fully charged or discharged, or in same 
condition. 

If negative plates are to be used again don’t 
let them dry, but place the group in electrolyte 
or water—this will save time in charging after 
reassembling. 

*How to Remove a Bad Plate. 

Suppose you find that one or several of 
the positive plates are buckled or worn out, 
the best thing to do is to cut out the plate 
at the place where it is lead burned to the 
strap and a new one should be “lead 
burned’’ in its place. You will very seldom 
have to replace a negative plate, for they 
generally outlast two positive plates. 

If a post is loose or in bad condition, it is ad¬ 
visable to have an entire new group of plates, 
either positive or negative as the case may be. 

The positive plates should be examined 
particularly for washing out of material 
and buckling (warping). If the material 
has washed out on the surface to a depth 
below the base of the horizontal ribs, a 


new group should be substituted. If the 
plates are only slightly buckled, they can 
be replaced as they are, since this generally 
does no harm. If they are badly buckled, a 
new group should be substituted. 

A buckled positive plate can be used again by 
cutting off outside rib about an inch from bottom 
on either end. See page 457, fig. 4 and note 
curve of plate when buckled. This causes a sep¬ 
arator to be cut and shorts the plates. 

**The negative plates are nearly always 
in good condition mechanically, as they are 
not affected by abuse as readil} 7- as the posi¬ 
tives. If the positives are buckled, the nega¬ 
tives will be also; but if in a charged con¬ 
dition, can be readily straightened as fol¬ 
lows: 

Place boards of suitable thickness between the 
plates and outside of the group and slowly apply 
a gradual pressure. This is best done in a vise, 
leaving the pile in the vise for some ininr*es dur¬ 
ing the operation to give the plates a chance to 
straighten without undue strain (fig. 30, chart 
205-E). 

If the battery has been badly abused, 
“starved” or neglected, the negatives may 
have shed material; in this case it is best 
to use a new group. If the negative ma¬ 
terial is very hard and not spongy, it is 
“sulphated,” and particular care should be 
used that the subsequent charge is carried 
to maximum gravity. 

The wood separators should be examined 
as to their physical condition—if soft and 
mushy and worn thin at several places— 
by all means change them, in fact, unless a 
battery is comparatively new, it is advisable 
to install new separators, whenever a cell 
is dismantled for repairs, since it is of vital 
importance in a battery to have the sep¬ 
arators in good condition. 

They should be kept in stock wet, prefer¬ 
ably in water acidulated with electrolyte 
and when fitted, should extend about % in. 
over plates. 

Perforated rubber sheets, when used are nearly 
always in condition to put back unless broken in 
handling. It is advisable to carry a small stock 
of these for emergencies. 

The sediment in the bottom of the jars will 
rarely be found to have reached the plates, 
but -whenever a cell is taken apart for any 
purpose, it is advisable to wash sediment out. 

Sometimes impurities get into the electro¬ 
lyte through carelessness or ignorance, but 
their detection is not practicable except by 
an expert chemist. As a precautionary 
measure, the use of new electrolyte of known 
purity is recommended when repairing. 

Take a hydrometer reading of the old electrolyte 
before discarding, as this determines the proper 
gravity of the new electrolyte to be used in case 
the old plates are put back. 

When the positive plates are badly disintegrated, 
it is usually a sign of foreign matter in the elec¬ 
trolyte, and in such a case it is safer to discard 
the negatives and separators as well, since they 
may hold some of the impurity and be the means 
of ruining the new positives in a short time. 

Battery case: Unless there have been 
broken jars or abuse of some sort, the bat¬ 
tery case will usually be found to be in 
good condition. If the case has become acid 
soaked and rotted, a new one should be 


* These directions do not apply to any particular make of battery. We have used the “Exide” in 
many instances, to show relation of one part to another. **See foot note, page 446 and note how 
negative and positive plates are arranged. tSee page 864D for ‘‘Cadmium Tests.” 

ttCarrying gravity of acid too high will also cause negative filler to bulge out. 


470 


DYKE’S INSTRUCTION NUMBER THIRTY-TWO-A. 


used. When the old case is to be used again, 
it should be soaked in a solution of baking 
soda and water. This will neutralize any 
acid and prolong the life of the wood. Rinse 
with water and allow to dry thoroughly. Re¬ 
paint the case inside and out with asphaltum 
or other acid proof paint. 

Reassembling Battery. 

After the necessary repairs have been 
made, the battery should be reassembled as 
follows: 

AVipe the posts with a piece of waste 
moistened with ammonia, rinse with water 
and dry thoroughly with clean waste. 

Assembling elements: Slip the positive 
and negative groups together without the 
separators and place the cover in position, 
being sure not to omit the soft rubber 
washers under the cover. 

Inserting separators: Place the groups on 
edge (fig. 31, chart 205-E) and insert the 
separators, being sure that the flat side of 
the wood goes against the negative plate. 
(Where rubber sheets are used (types PH 
and MH), place one against the grooved 
side of each wood separator before insert¬ 
ing.) When the separators are all in place 
count them to be sure none are missing, stand 
the element up again and tap the edges of 
the wood separators with a wood block until 
they project equally on each side of the 
plates. 

*How to seal the battery: You are now 
ready to seal up your battery. Heat the 
sealing compound—you dug out—in a small 
bucket and apply a little with a putty knife 
around the places where the cell cover 
touches the cell. Let this get hard, then 
put in a small amount at a time, but always 
*wait until it has become hard before you 
add more. If you add the sealing compound 
too fast it would run down through the 
crack into the battery. When filled, throw 
the flame on the sealing compound and 
smooth out the rough places. 

Connectors: First see that the posts and 
the eyes of the lead connectors are clean and 
bright. If the disconnecting has been care¬ 
fully done, the posts and connectors will be 
in good condition and need only washing 
w-ith ammonia, followed (when dry), by 
slight polishing with sand paper or scraping 
with a knife. Place the connectors over the 
posts, lightly tapping them to a firm seat, 
. and burn the joint, using a burning outfit 
(chart 205-F), or, if nothing better is avail¬ 
able, a soldering iron. Do not use any sol¬ 
dering acid or other flux. 

Filling Cells with Electrolyte. 

Fill the cells with new electrolyte until the 
level rises in the filling tubes, and be sure 
to replace and tighten the filling plugs be¬ 
fore starting to charge. 

The specific gravity of electrolyte to use 
will depend upon the condition of the plates. 

If new elements are used, fill with 1.375 
gravity for all types of exide batteries, ex¬ 
cept PII and MII, which take 1.330 gravity. 


If old plates and new separators are used, 
fill with electrolyte 50 points (.050 sp. gr.) 
higher than the old electrolyte. When the 
old separators are put back, use the same 
gravity as the old electrolyte. The electro¬ 
lyte must be of proper purity (pages 4 48- 
449). 

If electrolyte of the desired gravity is not 
at hand, electrolyte of any higher gravity 
can be diluted with pure water. To mix 

electrolyte from strong sulphuric acid, see 
pages 4 4 8-44 9. 

Putting Acid and Separators into a 
Repaired Battery. 

If battery was repaired for a short circuit, put 
1,250 acid into the cells that were repaired. The 
reason you put such a high acid in the cells is 
because the acid soaks into the new separators. 
It is hard to tell just what gravity of acid to put 
into the cell. The best is to put in 1.250 and 
start charging. The acid in a short time will 
drop to about 1.100 and then as the charge goes 
on, it will gradually rise until it becomes con¬ 
stant, that is, the acid reading will be, say 1.200 
and at the end. of another five hours charging it 
will still be 1.200. This shows that the cell is 
fully charged, but the acid gravity is not high 
enough. Add a stronger acid until the gravity 
shows 1.260. 

If you only repair one cell of a 6-volt battery, 
the other two cells should be discharged with a 
lamp or two during the time you are repairing 
the cell. If you would not discharge these two 
cells, afterwards when you charge the whole bat¬ 
tery, these two "cells would get too much charge. 

Why Gravity Sometimes Drops on 
Inserting New Separators. 

When it is necessary to put in new separators, 
and a new solution, it will sometimes result that 
in charging this battery that the gravity of the 
solution will drop rather than rise. This is due 
to the following causes; the separators will con¬ 
sume a certain amount of the strength of the 
acid and as the charging process continues the sep¬ 
arators will be absorbing the acid as fast as it is 
driven from the plates. If the battery was in a dis¬ 
charged state when new separators were put in. 
then the charging current would drive acid from the 
plates faster than could be absorbed by the sep¬ 
arators and would raise the gravity of the so¬ 
lution instead of lowering it, but in most cases, 
you will find that the solution either drops or 
stays as it was. Charging does not have much 
effect in cases of this kind. 

If the storage battery Is in a charged state and 
a new solution be put into it, it will also be 
impossible to bring the specific gravity up by 
charging. It will stay as when put in or fall 
off slightly. This is because there is no lead 
sulphate on the plates for the electrical current 
to change back into an acid solution. In cases 
of this kind the original solution put in battery 
should show a gravity between 1.275 to 1,300. 

**Charging after Repairing. 

Do not start the charge until at least 12 
hours after filling with electrolyte. This is 

to give the cells a chance to cool, and in 
very hot weather a longer stand may be 
necessary. 

Charge at about one-balf the normal charge 
rate, until the specific gravity and voltage 
show no rise over a period of 5 hours and all 
the cells are gassing freely. This will re¬ 
quire at least 50 to 96 hours in case of new 
elements, while with old plates which are 
badly sulphated or have dried out, considera¬ 
bly more time may be necessary. 

Take occasional temperature readings, and 
if the temperature reaches 110 degrees F., 
either lower the current rate or interrupt the 
charge. 


*This does not apply to Exide only—in fact we have varied the directions, so as to apply in 
general, to different batteries as much as possible. 

**Any of the cells which have not been torn down for repairs should be left out of the charging 
circuit for the first 30 hours, then connected, and whole battery brought up to a full charge. 



STORAGE BATTERY TROUBLES AND REPAIRS. 


471 


When the charge is complete, adjust the elec¬ 
trolyte to the proper level, continuing the charge 
to allow the gassing to thoroughly mix the solu¬ 
tion. Take a hydrometer reading on each cell 
and adjust the specific gravity to the proper 
point (1.270—1.300). 

* Adjusting gravity: If the adjustment neces¬ 
sary is slight, this may be accomplished by re¬ 
moving some of the solution and adding water 
or stronger electrolyte as required. 

If the adjustment necessary is considerable, 
it will be found more convenient to empty out 
the solution and refill with electrolyte of specific 
gravity estimated to bring it right, allowing for 


the effect of the old solution held in the cells. 
A little experience will enable the operator to 
gauge this quite accurately. 

After any adjustment, charge for some 
minutes to allow the gassing to thoroughly mix 
the solution before taking hydrometer readings. 

If the temperature is far from normal, correct 
the hydrometer readings by adding one point 
(.001 sp. gr.) for each 3 degrees above and sub¬ 
tracting one point for each 3 degrees below 70 
degrees F. (See fig. 12, chart 204). 

Always wipe off the top and sides of battery 
with weak ammonia after adjusting electrolyte 


Lead Burning. 


The parts of a battery which must be burn¬ 
ed together by melting the parts to be joined 

are the post-straps to the plates, connecting 
links to the post and terminals to the posts and 
lead terminals on the battery cables. Methods 
for lead-burning are as follows: 

1— by an electric arc. 

2— by gas or a combination of gases. 

3— by a well tinned soldering iron, with pure 

lead as a solder. 

The Electric Arc. 

The electric arc method, consists of one ter¬ 
minal of a spare 6-volt battery connected to 
terminal to be burned on the battery being re¬ 
paired. The clamp (C, fig. 36) is connected to 

the other terminal of 
the spare -battery, or 
on one of the connec¬ 
tors of the adjoining 
cell, depending upon 
whether the battery is 
partially discharged or 
fully charged. In the 
latter case, 3 cells will 
Fig. 36. An electric arc nG ve too much voltage, 
burning outfit. | he number of cen8 

should be sufficient to heat the carbon (CR) to 
at least a bright cherry red while it is in con¬ 
tact with the joint. 

To the end of cable (W) a carbon holder (H) 
should have a piece of carbon (CR) sharpened 
to a long point like a lead pencil and should 
project not more than 3" from the holder. When 
contact is made at the terminal to be burned 
this completes the circuit and an ‘ ‘ electric arc’* 
is formed. 

Although called the “arc burning outfit,” more 
satisfactory results can be obtained by using the car¬ 
bon after it becomes heated like a soldering iron, 
without actually drawing an arc. 

The carbon should be cooled off occasionally by 
plunging it, carbon and all, into a pail of water. After 
being used for a short time, it will be found that the 
carbon will not heat properly, due to a film of scale 
formed on the surface. This should be cleaned off 
with a knife, or file, as occasion requires. 

As in the case of flame burning, additional lead to 
make a flush joint should not be added until the metal 
of the pieces to be joined has melted. The carbon 
should be moved around to insure a solid joint at all 
points. The electric arc outfit can be secured of the 
Electric Storage Battery Co., Philadelphia, Pa. 

Lead Burning With Gas. 

Where there is considerable work to be done 
gas or a combination of gases should be used. 

On page 726 different methods are explained. 
In addition to using the flame for lead-burning 
it can be used for welding light metals. 


Gases which can be used, other than stated 
on page 726, are hydrogen and oxygen, hydrogen 
and compressed air. The combination used most 
however, are those shown in No. 20 and 24, page 
726. The illuminating ga.i and compressed air 
can be used but it does not give as intense or 
hot a flame as the No. 20 and 24. 

To use gas it will be necessary to have the 
proper kind of lead-burning torch, also two 
valves for properly mixing the gases to control 
the size of flame, called the bench-block also 
rubber hose and regulators on the gas tanks— 
see page 726. 

Soldering Iron. 

In absence of a lead-burning outfit a fairly 
good job can be done by using a very hot, well 
tinned soldering iron, with pure lead as a solder. 
This however is not advised, only for temporary 
work. 

Pointers on Lead-Burning. 

Cleaning surfaces: In all lead burning, ab¬ 
solutely clean surfaces are essential to good 
workmanship. Lead is soft and very readily 
cleaned with a scraper or file. In the case of 
a battery which has had electrolyte in it, the 
surface to be burned should first be wiped s with 
ammonia to neutralize the acid, then allowed to 
dry before scraping. 

-{-Before starting to burn, the connector or ter¬ 
minal should be lightly tapped to a snug fit on 
the post. The top of post should be % inch 
below top of the connector to allow space for 
burning. If post is too long, remove connector 
and trim off post. 

Method of burning: The top of the post 
should be melted first, then fused to connector, 
after which lead from a piece of burning strip 
can be run in until joint is flush. 

Color of flame when using gas and air, should 
be a greenish color. If too much air, the color 
will be blue and gradually become invisible and 
is deficient in heating power. 

Phillips battery charging 
and testing clips —simply 
fit the charging wires with 
these clips and snap them 
over the battery terminals— 
price 25c. Illustration % 
size. 


When burning-in new plates or a whole 
group of plates (P) to a plate strap, a 
burning-rack (R) to hold plates ex¬ 
actly correct distance apart is needed. 





*Also termed, “balancing electrolyte”, see page 864E, how to ‘‘adjust or balance the electroljte. 

tin order to avoid the possibility of an explosion of the gaseous mixture when using a flame near a battery 
place filling plugs in battery and cover entire battery with a wet cloth, pressing it down over vents of cells, ex¬ 
cept that part on which the burning operation is to be performed. 






472 


DYKE’S INSTRUCTION NUMBER THIRTY-TWO-A. 




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Scraping tool 




File card 5 



Compound ladle 

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Putty knife 9 


An acid tank 

Lead cutters 8 


Element pullers jo 


Tools for Battery Work. 

1- Plate-burning rack—see page 471. 

2- Scraping tool for cleaning parts to be burned. 

3- Hydrometer syringe for testing and mixing elec¬ 
trolyte— (pages 452, 454). 

4- File for cleaning lead before burning, 10". 

5- File card for cleaning lead from file. 

6- An acid tank, lead lined for mixing acid, storing 
and soaking separators 24"x36"x24". Separa¬ 
tors when new are usually dry and should be 
soaked in a weak solution of electrolyte before 
using. 

7- Compound ladle for melting sealing compound. 

8- Lead cutters for cutting excess lead and for cut¬ 
ting post straps to necessary size. 

9- Putty knife for scraping sealing compound. 

10- Element pullers or regular gas pliers. 

Rubber gloves (not illustrated). 

Thermometer for determining temperature of elec¬ 
trolyte in cells (see page 450). 

Lead funnel for filling batteries with electrolyte. 


Supplies of Battery Work. 

Compound for sealing Jars and sorrounding jars. 
This can be made of gum asphaltum 50 per cent, 
paraffine wax 25 per cent, and resin 25 per cent, 
melted together. Battery stations usually buy this 
compound in bulk. 

Solution for making battery box acid proof, see page 
473. This can be purchased at battery supply 
houses. 

Electrolyte at 1.300 sp. gr. test should be kept in a 
closed stone or glass vessel. Electrolyte is sold 
by manufacturers, see also, pages 448-449. Elec¬ 
trolyte is mixed with water to density required 
when using. 

Distilled water. A supply should be kept on hand 
for battery use—see pages 458, 455, 709. 

Extra battery connectors should also be kept on 
hand as well as other connections and parts such 
as extra jars, covers, vents, separators, etc. 

Pure lead (10 lb.) for burning connections together. 
A 10 lb. bundle of antimony and lead bars for burn¬ 
ing to straps. 

Glass tube for testing the acid level, see page 455. 
Volt-ammeter with a scale 0-30 volts and 0-3-30 
amperes is indespensible to the battery repairman, 
see pages 414-416-398-453-864H. 

Cadmium volt-meter—see page 8641. 


Lay out for Electrical 
Work. 

B—Shows lay-out of room 
for battery work such as 

charging, putting in new 
plates, new separators, new 
jars, burning-in straps, dis¬ 
charging and testing. Room 
is 12'xl9' and is a part of 
the “Service Station,” as 
shown on page 610. 

A—Shows lay-out of room 
for the electrical depart¬ 
ment for starting, lighting 
and ignition work, such as 
putting in new brushes, new 
windings, testing and re¬ 
pairing armatures (if the 
job is not too complex), 
undercut mica in commuta¬ 
tor, recharge magneto mag¬ 
nets, put in new condensers 
in magnetos, timers and 
coils, regulate charging rate 
of generators, test and re¬ 
pair electric horns. All of 
which is explained in this 
book—see index. 

Supplies should be carried 
in the electric department, 
such as lamp bulbs, spark 
plugs, fuses, condensers, 
generator an d motor 
brushes, timer points for 
Delco, Atwater Kent, Con¬ 
necticut ignition timers. A 
Wiring Diagram Book for 
tracing circuits is very important. Electric testing 
instruments, see pajjes 737, 864H to J. 


o O 

Ammeter Voltmeter 
Magneto [ 

Tester.- 

l — 


Magnctuer 




Equipment for Battery Work. 

11- Work bench and seats. 

12- Sink for washing plates etc. 

13- Plate press. In discharged negative plates the 
active material is bulged out and must be pressed 
back flush with the grids. As the acid is pressed 
from plates it flows into lead coated troughs. 
Length of jaw 19". 

14- Battery steamer for softening the sealing com¬ 
pound so it can be opened—see also, fig. 23, page 
473. 

15- Lead burning outfit—see page 471, 726. 

16- Distilled water (see pages 455, 458, 709). 

17- Electrolyte (see pages 448, 449). 

18- Carboy of acid. 

19- Battery discharging outfit for discharging battery 
after assembling (page 474). 

20- Post drill to drill top of connectors—see page 
463, “to remove connectors”. 

24-Motor-generator battery charging outfit. A recti¬ 
fier or other methods could be used—see pages 
864K, 864L. 


CHART NO. 205-F—Battery Repairmans Outfit. (Motor Age by Mr. B. M. Ikert). 




























































































































































STORAGE BATTERY TROUBLES AND REPAIRS. 


473 


Miscellaneous Storage Battery Repair Information. 


Corrosion of the terminals or other parts of 
the connectors, should be prevented by coating 
them with vaseline or petroleum jelly. Some¬ 
times they get so badly corroded that it is almost 
impossible to unscrew the terminals, and greas¬ 
ing them in this way will prevent recurrences of 
such trouble. 

When overhauling a battery, it is a good 
plan to put all the connectors, terminals and 
other removable pieces at the top in a strong 
solution of soda and hot water and let them stay 
in it for about an hour, so that the solution will 
have plently of time to clean them thoroughly. 
Then put on the vaseline and no more corrosion 
should appear. In the first place, it is usually 
the result of overfilling the jars or spilling the 
solution, which in time acts upon the lead and 
brass terminals. 

A Cracked Battery Jar. 

Never attempt to repair a cracked or broken 
battery jar, as this is impossible. When the 
jars get in this condition they must be discarded 
as useless. 

It is not very much trouble to remove any 
cell from a battery because the makers have 
seen to this point. To take apart the connectors 
on a Willard battery, for instance, the procedure 
is to drill a % in. hole in the end of the connec¬ 
tor, directly over the post. This hole should 
be drilled with any form of drill and’a bout two- 
thirds through the connector, when the latter 
will come off readily. The connectors have to 
be burned back on and more lead used to fill 
up the drilled out hole. 

To remove a cell from an Exide battery, 
the top nuts and connections must first be taken 
off, the nuts unscrewing in the regular manner. 

Celluloid jars can be repaired by making a 
cement of celluloid and acetone. Dissolve the 
celluloid in acid until it is gummy then clean 
scams and coat. 

Cracked Compound. 

Sometimes the tar composition material that 
is on top of the cells cracks, and very often 
these become serious points of leakage of the 


cell solution. The best and simplest way to 
remedy them is to seal them together with a hot 
iron such as an old cold chisel or similar tool. 
Press the hot iron on the sides of the crack and 
gradually work them together until the hole 
is sealed over. If more of the tar material is 
needed, a big lump of it can be secured from a 
battery service station. 

To Make a Battery Box Acid Proof. 

Use 6 parts of wood tar and 12 parts resin, 
melt them together in an iron kettle, after which 
stir in eight parts of finely powdered brick dust. 
The surface to be covered must be thoroughly 
cleaned and dried before painting with this pre¬ 
paration, which should first be warmed. 

Spilled Electrolyte. 

If there is evidence that electrolyte has been 
spilled from the cells, use electrolyte of 1.250 
specific gravity instead of water to make up 
the loss. 

After adding water, replace and tighten 
filling plugs by turning to the right and give 
the battery a charge at the proper rate for the 
type of battery as given in the table (page 467). 

Never add electrolyte to a cell after the grav¬ 
ity has been adjusted to the proper point, unless 
to replace actual loss by spilling. 


Fig. 24.—Crating a battery for 
shipment; note shape in illus¬ 
tration. Inside dia. should be 
2" larger than battery and 
stuffed with excelsior. Label 
“handle with care—ACID.’’ 




T OP XXDfPEP 


if 1$ x>i[>{*rT 


ruor* 




JPPIY 


DAT TTPV 


ntn cells. The acid should 


Fig. 23 — A home 
made steam genera¬ 
tor for softening the 
composition so that 
battery top may eas¬ 
ily be removed. Con¬ 
sists of kettle (P), 
gas stove (S) and 
tubes (T). Steam ii 
generated and passed 
first, be removed with 


syringe. 


♦Prices to Charge 

Price for charging a starting and lighting battery which 
includes testing .50c to $1.25 

6 volt type.$..50 

12 volt type.75 

16 volt type.85 

18 volt type. 100 

24 volt type. 1-25 

These prices do not include changing of batteries. 

All changes not requiring more than 15 min. 25c. 
Batteries requiring more time to take out and re¬ 
place, will be charged for at regular labor rates. 

Price per day for rental of a battery in your car while 
your battery is being charged, 10c to 25c. 

Starter rentals will not be installed until generating 
system on car has been tested and we are assured 
that battery will receive proper charge while car is 
in use. A deposit to cover rental batteries is re¬ 
quired. 

Price for testing the electric system, other than dis¬ 
connecting and connecting your battetry, per minute 
.lc to 2c 

Price for repair work, per hour .60c to $1.00 


and Addresses, Etc. 

Notice—Storage batteries left over 30 days will be¬ 
come our property and will be junked without re¬ 
course. 

The above is taken from a printed placard on the 
wall of a leading storage battery repair shop. 

Where to Obtain Supplies. 

It is best to order plates and parts of the manu¬ 
facturer of the battery. Names of some of the con¬ 
cerns who handle supplies are: 

General Storage Battery Co., St. Louis, Mo. (supplies 
and parts of all kinds) ; Meder Staudt Co. (supplies 
in general), 1904 Broadway, N. Y.; Storage Battery 
Supply Co. (supplies in general), 239 E. 27th St.. 
New York. 

Address of Storage Battery Mnfgrs. 

General Storage Battery Co., St. Louis; Witherbee— 
Meder Staudt Co., New York, N. Y.; Exide—Electric 
Storage Battery Co., Philadelphia. Pa.; U. S. L.—- 
United States Light and Heating Corp., Niagara Falls, 
N. Y.; L. B. A.—Willard Storage Battery Co., Cleve¬ 
land, Ohio; Detroit—Detroit Storage Battery Co., 
Detroit, Mich. 


♦Prices vary in different sections of the country. This is an example of prices charged by a concern in the West 
See page 709 for a home made water still. 












474 


DYKE'S INSTRUCTION NUMBER THIRTY-TWO-A. 



Fig. 30. A 
storage battery 


y u. 


Resist 


Coils 


Switch 


coils should be 
get very hot. 


discharge board for discharging a 
at any desired rate is made with a 

number of 
'Voltmeter Coils of rcsis- 
tance wire, 
any one or 
more of which 
may be thrown 
into the cir¬ 
cuit by means 
of individual 
knife switches 
at the base 
of each coil. 
The coils vary 
in size from 
s t o v e-p i p e 
wire to heavy 
telephone wire 
and that part 
of the board 
back of the 
covered with asbestos as the coils 


An ammeter and a shunt register the discharge, 
which may be varied by cutting in the different 
coils. 


A voltmeter with test points is attached to the 
board and this is used for checking up the voltage 
of the individual cells at short intervals. The 
heavy leads may be made from old leads or cables 
from a car. 



A special bench with 
concrete basin filled 
with sawdust renders 
battery work clean¬ 
er. The sawdust 
absorbs the acid. 



Fig. 29. Method of making a temporary battery 
terminal. 


Fig. 3. For refilling battery with distilled water. 

Note %" drilled vent hole in bottle. Glass or quill 
can be used for spout. See page 709 for a home 
made water still. 



Fig. 11—A quick connection can be made from one 
battery to another by_ lightly driving a tack into 
terminals and using No. 18 steel wire. If an 
over-charge be applied—steel wire will heat and 
break. 

Fig. 13—Simple method of connecting many indi¬ 
vidual batteries to one pair of supply wires. P and 

N are large bare wires. 1 and 2 are separate cir¬ 
cuits. Smaller leads to individual batteries can be 
made. (Motor World.) 



COPPEt 

CONTACT 

POINTS- 


Voltmeter and copper contact points for testing voltage 
of different cells 



PASTEBOARD &OXT0 
HOLD HrDfcOMCTCB 


SCRCWDRIVCPS. 
PLIERS AND 
SMALL TOOLS HC2C 


P 


Fig. 20A.—Battery service kit: A 

rectangular box is divided into four 
compartments, as shown. One con¬ 
tains the hydrometer, in a cylindrical 
pasteboard box for testing; the sec¬ 
ond contains distilled water, in an old 
battery jar for replenishing water; a 
third holds a syringe for placing the 
water in the battery. The fourth 
space runs the entire length of the box, 
and is used for miscellaneous tools, 
such as screwdriver, pliers, meter, etc. 


Principle of a Rheo¬ 
stat or Resistance.^- 

A rheostat is a device 
for absorbing some of 
the electrical pressure. 

In order to make cur¬ 
rent flow through a con¬ 
ductor, it is necessary to 
apply electrical pressure 
(voltage). The greater 
the pressure more cur¬ 
rent will flow. 

For example—suppose 
you desired to charge a 
6-volt storage battery 
from a 110 volt circuit. 

It would be necessary 
to absorb approximately 
104 volts in some sort 
of resistance or rheo¬ 
stat. (see also page 464.) 

This resistance could be lamps as per page 460; iron wire per 
fig. 10; salt water per fig. 2. 

*Iron wire rheostat: Iron wire offers resistance to flow of 
current, therefore by using say— about 5 V' dia. and wrapping it 
around an insulated cylinder, as porcelain or stone, and connect 
wire from 110 volt circuit to (X, fig. 10), the current would then 
pass down sliding contact rod (C). If one terminal of bat¬ 
tery was connected at (W2) and other battery terminal to other 
connection of 110 volt line—this would form a circuit. 

Now by moving sliding contact (O) down, more resistance is 
thrown into the circuit; by moving it up, less resistance will be 
in the circuit. This is the principle of a rheostat and is simi¬ 
lar to “resistance units’’ shown on page 464. 

A stove pipe, wrapped with asbestos and iron wire over it 
has been used. 

Water rheostat; another way is to partially fill a 5 gal. stone 
jar with salt water (fig. 2). With one metal contact (B) in the 
bottom and the other (A), which is a sheet immersed more or 
less in the barrel. By movement of (D), the nearer plates are to¬ 
gether—less the resistance. Further apart they are—more re¬ 
sistance, see pages 463 and 209. 


TUMHALV 




CHART NO. 205G—Miscellaneous Battery Repair Devices. Principle of a Rlieostat. (Motor 

World.) See also pages 424, 410, 414 and 8641 for “Cadmium tests.” 

*Note that “direct’’ current is used and positive pole of current supply must connect with positive pole of bat¬ 
tery. tSee pages 209 and 463 for meaning of resistance. 










































































475 


STORAGE BATTERY TROUBLES AND REPAIRS. 


Fig. 1. Fig. 2. 



Fig. 2—Showing positive and negative plates of 
the A-4 Edison cell assembled together, but removed 
from the container. 

Fig. 3-—Type A-4 Edison cell, showing the posi¬ 
tive and negative plates in the container, and also 
the removed cover with openings. The retaining 
jar is made of sheet steel and electroplated with 
nickel. 


The Edison Storage Battery. 

The plates in the Edison battery are 
made of nickel and iron, the former in the 
form of a hydrate and the latter as an 
oxide. 

The electrolyte is a solution of potassium 
hydrate (potash). 

The positive plates consist of steel grids, 
which are nickel-plated; they are in the 
form of nets of 30 tubes per grid, each 
of which is filled with active material, the 
latter being composed of pure metallic 
nickel in the form of leaves or flakes. The 
pure nickel flake is produced by an electro¬ 
chemical process. 

The negative plates are composed of 24 
flat rectangular pockets, which are sup¬ 
ported in three horizontal rows in nickel 
plated steel grids. These pockets are also 
formed out of thin nickel-plated steel and 
they are full of perforations. The active 
material in the pockets forming the nega¬ 
tive element of the battery is oxide of iron. ' 

Voltage—each cell delivers approxim¬ 
ately 1.2 volts. Therefore 4 cells would 
be required to give six volts instead of 
the usual 3. 

The advantage claimed by the makers 
is in the greater amperage. For instance, 
the claim is that with five of their cells, 
weighing less than three cells, the amper¬ 
age, or quantity of current the battery will 
deliver will be twice as much as the three 
cell battery. 


It is stated that the reason the Edison battery is not used for starting motor purposes is 
due to the fact that its internal construction is such that it cannot deliver the high discharge 
amperage suddenly, as required. It is capable of delivering a low amperage for a very long 
period, however. 

The G. V. Electric Truck 


is illustrated below and on pages 476 and 4 7 8. 



DIRECT CURPEN 
LfcRiES MOTOR 


JUMPER .CONNECTS TWO 
HALVES OF 8ATTER»F.S 


SHEET IRON 
CONTROLLER BOX 


MORSE. CHAIN 
COVER 


CONDUIT POP H NEGATIVE 
i^TTERV TERMINALS 


SERVICE 

BRAKE 






TAIL 

LIGHT 


•S*® 1 i COYER TO 

MOTOR BRUSHES 

CONDUIT FOR WIRES AA-FF2-FFI 

VO« WIPES A-FI-F2 


EMERGENCY 

BRAKE 


TOOL BOX AND 
LICENSE plate 
HOLDER 


TAIL LIGHT 
WIRES 


CONDUIT FOR C+>POSITIVE 
BATTERY TERMINAL 


CONDU 





Errrra 




. 



Fig. 1: Top view of G. V. 2 ton electric truck. The G. V. truck is made in 6 sizes; 1000 pound wagon is 
made with worm or chain drive; 2000 pound, chain driven; 2 and 3% and 5 ton trucks are chain driven. 


CHART NO. 200—The Edison Storage Battery (Edison Co., Orange, N. J.) The G. V. Electric 
Truck (General Vehicle Co., Long Island City, N. Y.) 
























































































































476 


DYKE’S INSTRUCTION NUMBER THIRTY-THREE. 


Miring for 3 W/re Meter 


(A) WIRING FOR 2 
w WIRE METER 


R€CERJ7KClE 



Specifications. 

Carrying capacity 2 
tons; speed, milM 
per hour 9; mileaf* 
travel (approximate¬ 
ly) on one charge 
45; number of bat¬ 
teries 42; amperage 
(approximately) in 
starting 75 to 80; 
amperage when run¬ 
ning 35; weight of 
truck including bat¬ 
teries 6,395 pounds; 
weight without bat¬ 
teries 4,050 pounds; 
price (chassis) 
$3,000; wheel base 
112%",' track or 
tread 61"; overall 
length 167"; tires 
(solid) front 86x4, 
rear 36x3 dual. 


MOTOR 


PPy 







1 1 


u 

ry 



TA'L LAMP 


Fig. 2—Wiring diagram of G. V. 2 ton truck. 



Fig. 3—Note the simplicity of the 
drive system—see also page 475. 



Fig. 4; Controller box. A—sheet steel controller box; B—controller 
handle; C—three way switch; D—lamp circuit fuses; E—plug for 
portable lamp; R—resistance. 


Explanation of Parts of Electric Truck. 

The controller box is placed in front convenient to the driver, 
(see figs. 1 page 4 75, and 4). It contains the controller, re¬ 
sistance unit, fuse block switches, etc. The current is discon¬ 
nected by the switch (fig. 4) which is a 3 way running switch 
and is thrown to the left when battery is being charged, to the 
center when current is off and to the right when running. 


When charging battery— 
connection is made with 
‘‘charging receptacle” (fig. 2) 
from an outside source of elec¬ 
tric supply. In case the cur¬ 
rent charging battery should 
fail for any reason the circuit 
breaker (fig. 2) will discon¬ 
nect so that current from bat¬ 
tery would not flow back. 

• 

The ampere hour meter (fig. 

2) shows the amount of cur¬ 
rent taken from battery when 
running. 

When charging, a compen¬ 
sating shunt is used, so that 
the meter runs approximately 
15% slow. The Sangamo Elec¬ 
tric Co., Springfield, Ill., man¬ 
ufacture the meter used on thi* 
truck. 


CHART NO. 207—Electric Truck (General Vehicle Co.’s 2 Ton Truck as an Example). 

Horse power of motor at 84 volts and 40 amperes is approximately 4 h. p. Starting cold, this motor will run ItO* 
overload for one half hour and 200% overload for 10 min. 

Wiring diagram above shows connections to be used for either differential shunted “three-wire” ampere-hour met* 
or two-wire ampere-hour meter equipped with variable resistor element. 




























































































































THE ELECTRIC VEHICLE. 


477 


INSTRUCTION No. 33. 

THE ELECTRIC VEHICLE: Electric Truck; Dual Power Cars; 
Gas and Electric. Electric Brake. Electric Gear Shift. 
Magnetic Latch. Couple-Gear Gas-Electric Truck. Four 
Wheel Drive. The Entz Owen Magnetic Electric Trans¬ 
mission of Power. Prest-O-Vacuum Brake. The Solenoid. 

The Electric Vehicle. 


Although this book deals principally with 
gasoline engine driven cars, a few words relative 
to the construction and battery connections of 
an electric vehicle will be given. 

Electric vehicles are used to a great extent for 
pleasure cars and trucks. The objections to an 
electric pleasure car is the recharging of the 
storage batteries which prevents long country 
runs. The electric vehiale is a very simple prop¬ 
osition compared with the power plant of a gaso¬ 
line vehicle and for city truck use is considered 
very serviceable, especially where a charging 
plant is convenient. 

The electric vehicle is made up of three parts; 

a body; the chassis; and the motor, controller and 
batteries, or the power plant. 

The power plant; an electric motor (series 
wound) and similar in many respects to the start¬ 
ing motor described in Instruction 26, is mounted 
to the frame, illustration chart 207 shows method 
of mounting the motor and driving by a chain, 
oftentimes a propeller shaft drive is used. 

Average h. p. of motor for the electric pleasure 
vehicle is about 4. On trucks it.waries as fol¬ 
lows; y 2 ton truck 3 h. p.; and 1 ton, 4; 2 ton, 5; 
3 ton. 7; 5 ton; 10. 

Batteries: It has become standard practice on 
pleasure vehicles to divide the battery, placing 
approximately half of the cells at the front end 
of the chassis on a rack level with the frame, 
and covering them with a wooden hood extending 
out in front of the dash or forward end of the 
body proper. The rest of the cells are placed in a 
similar position at the rear, where they are cov¬ 
ered with a wooden boot. The hood and boot are 
either hinged or removable. 

An example of placing batteries on a truck is 
■hown in chart 207. 

There are usually, 42 or 44 cells. Each cell 
gives two volts, therefore the voltage with all 
^connected in series would be 84 or 88 volts. 

On the truck shown in chart 207, there are six 
trays of seven 3-cell batteries. Therefore 42 cells, 
or 84 volts in series. 

The amperage of the cells used on pleasure cars 
are usually from about 150 to 180 ampere hour. 


Controller. 

The controller in an electric vehicle performs 
practically the same function as the change speed 
mechanism in a gasoline car. It controls the flow 
of current to the motor, and so regulates the speed 
of the vehicle and the construction is similar to 
those used on street cars. 

An electric vehicle, to maintain its rate of 
speed is dependent on the voltage and current out¬ 
put of the battery, as the energy required for 
maintaining this speed is measured in watts; i. 
e., voltage X amperes equal watts. 

The nearer normal voltage of the battery under 
working condition, the nearer the maximum speed 
of the car. This is due to the fact that a motor 
in any given vehicle, is so constructed that for 
the armature to make its complete number of revo¬ 
lutions per minute a given voltage is required. 

This speed can be varied by introducing into the 
circuit a suitable amount of resistance. The effect 
being the lowering of the voltage delivered to the 


motor. As a normal voltage is required to main¬ 
tain normal speed of the motor, it follows that 
the lowering of the voltage will be a correspond¬ 
ing lowering of the vehicle speed. This intro¬ 
duction of a variable resistance, together with the 
relative positions of the field windings of tho 
motor, is accomplished through what is termed 
the controller. The changes in the various posi¬ 
tions or speeds being accomplished without any 
break in the circuit, giving a steady gradual in¬ 
crease or decrease. In the General Vehicle Oo.’s 
truck, page 476, the speeds (five forward and two 
reverse) are controlled by varying the resistance 
and in changing the position of the field windings 
(see page 478). 

Amperes in Starting and Running. 

When first starting the motor from a stand-still 
on a pleasure vehicle, the quantity of current 
used is about 50 to 60 amperes, after being in 
motion and on a level it will drop to about 18 
to 25 amperes. 

On a truck, say, y 2 ton capacity, the am¬ 
perage would probably go to 75 to 80 when start¬ 
ing and about 35 when running on a level. 

The usual ampere-hour capacity of batteries for 
trucks range from 160 to 227 or more ampere- 
hours. The number of cells being 42 to 44. The 
horse power of the electric motor is usually 3 to 
10 h. p. 

The 42 or 44 cell battery will have the same 
ampere-hour capacity as a single cell, but of 
course the watt hour capacity increases in propor¬ 
tion to the increase in the number of cells and 
voltage. 

Mileage and Speed. 

The speed depends on the voltage or pressure. 

The number of miles an electric vehicle will 
run depends on the size of the cells and am¬ 
perage output (amperage means quantity), the lar¬ 
ger the cell the more quantity of current it will 
deliver, but the pressure or voltage always re¬ 
mains the same, whether large or small 

*If the battery gives 150 amperes for one hour, 
or one ampere for 150 hours, then it is called a 
150 ampere hour battery. 

If the motor on an electric vehicle requires, say 
25 amperes per hour and your battery was a 
150 ampere hour battery, then you could run your 
motor steadily for 6 hours and if your speed was 
15 miles per hour you could make 90 miles—pro¬ 
viding you were running on a perfectly level floor, 
but when you come to grades your motor will re¬ 
quire more quantity of current or more amperage 
for a few minutes, or when starting off on a 
grade the motor will pull considerably more cur¬ 
rent from the battery. Therefore the mileage is 
governed by the size of the cells and the current 
consumption. A great deal also depends upon the 
driver, in how he uses his control as to current 
consumption. 

Understand, the voltage of the vehicle battery 
when say, all 42 cells are connected in series, 
with motor, w r ould give 84 volts Therefore if 
there was 15 ampere draw at 84 volt pressure—by 
multiplying the voltage and amperage together 
(15x84) we would get 1260 watts. 746 watts 
equal one horse power. A kilowatt is 1000 watts. 


‘Figures not accurate—used only as an example. There is a graduated loss governed by rate of dis¬ 
charge, see page 441. 

A rectifier or charging plant for charging electric vehicle batteries should be one which will give at 
least 30 amperes and 110 volts or 3 kilowatts (a kilowatt is a 1000 watts.) 


478 


DYKE’S INSTRUCTION NUMBER THIRTY-TIIREE. 


/- controller dpum 

/CONTROL! SR SEGMENTS 



CONTROLLER 

HANDLE 

REVERSE 





FORWARD -■} :* 

¥1 



- CONTROL l. t'R F»Nu£R BOARD 


FRONT Of 
SPEED 
SECTOR 


Fig. 4A: Controller—note connections of fingers, refers to diagram fig. 6. 

Controller Connections. 


—continued from page 476. 

The Controller 

is used to make connections 
for the different speeds. By 
referring to fig. 4A, note the 
movement of lever for the 5 
speeds forward and 2 speeds 
reverse. 

The controller is of the 
“ constant torque ’* type and 
batteries are connected in 
series at all times. The vari¬ 
ous speeds are obtained by 
cutting out or in resistance 
(cast iron) and also by making 
“field” connections of motor 
as explained below. 


rORWARp rig 


REVERSE rig 5 

o i. 2 


By referring to fig. 4A and diagrams fig. 6 and 7 the connections from controller to re¬ 
sistance and field circuits can be traced. 

Rl, R2, R3—mean resistance; El all resistance is in circuit; R3 about one half is in; E2 
about one third is in—see fig. 7. 

FI and F2 is one set of 3 field windings; FF1 and FF2 

second set and are connected in series. The two wind¬ 
ings are connected in series on speeds 1-2-3-4 and in 
parallel on 5th speed. 

A1 and AA are to armature brushes; there are two 
brush holders with three brushes each, on motor. 

In fig. 6, the letter “O” is the neutral or “off” posi¬ 
tion of controller, and the black dots refer to controller 

fingers. 

Forward Speeds. 

First speed; see fig. 7—(1 forward); both fields are in 
series and all resistance (Rl) is in the circuit. This is 
the slowest speed. 

Second speed; see fig. 7—(2 forward); both fields are in 
series and part of resistance is cut out (R2). 

Third speed; see fig. 7—(3 forward); both fields are in 
series and all resistance cut out. 

Fourth speed; see fig. 7—(4 forward); resistance (R3) is 
shunted across the series field. 

Fifth speed; see fig 7—(5 forward); fields are in parallel; 
all resistance cut out. 

The forward speeds are divided approximately equal, each 
notch of the controller being an increase of approximately 
20 per cent in speed. 



Mro# 1 * 




Fig. 6—controller connections: 
O—is off or neutral position. 
Black dots refer to controller fin¬ 
gers. Black squares refer to con¬ 
troller copper segments. The 5 
speeds forward and 2 speeds re¬ 
verse are shown. 


reverse: ri g 6 
A 


forward 


rig 7 



Reverse Speeds. 

Reverse speeds are the same 
connections as second and 
third forward, but passing 
through first speed to pre¬ 
vent heavy rush of current. 
The direction of flow of 
current is changed which 
reverses the rotation of 
armature. 


Fig. 7—Illustrating the resistance connections Rl, R2, R3 and field con¬ 
nections FI and F2 and FF1 and FF2. A—is armature brush connec¬ 
tions; B—battery connections. 


For resistance, 
is used. 


cast iron 


CHART NO. 207A—Electric Truck—continued. 















































































































THE ELECTRIC VEHICLE. 


479 



The Woods dual power car: The power plant con¬ 
sists of a small gasoline engine and an electric motor- 
generator combined into one unit, as illustrated, and 
mounted on a three point suspension. The movement 
of a finger lever on the steering wheel connects the en¬ 
gine to the electric motor-generator, which cranks the 
engine and develops power which is transmitted through 
the armature shaft of the electric motor and propeller 
shaft, direct to the rear axle. 

The car starts as an electric, by a simple movement 
of a finger controlled lever on the steering wheel, which 
operates the means for connecting the battery to the 
motor and increasing the speed; as the lever is ad¬ 
vanced. 

At any advanced position of the electric lever the first 
movement of the—finger controlled gasoline lever— 
instantly starts the gasoline motor. As this lever is 
moved forward it causes the car to be operated more on 
the gas, and at a certain point it will run as a straight 
gasoline car neither charging nor discharging the bat¬ 
tery. With a slight variation of the relative position 
of the two levers on the steering wheel, the battery 
may be either charged or discharged at will on any 
speed from ten miles an hour up to twenty-eight or 
thirty miles an hour. Electricity is generated and 
stored in the battery while the car is running. 



Electric Brake. 


The Hartford 
braking motor is 
shown with reduc¬ 
tion gearing. Ar¬ 
mature shaft car¬ 
ries a worm gear 
which drives at a 
reduction of 100 
to 1. This worm 
gear in turn oper¬ 
ates a drum 
through an inter¬ 
nal gear at a re¬ 
duction of 4 to 1, 
giving a total re¬ 
duction of 400 to 
1. A steel .brake 
pulling cable which is wound on the drum, trans¬ 
mits the pull of motor to brake mechanism. 

The controller (CL) is moved by degrees which 
applies brake gradually; or suddenly if moved to 
extreme limit. 

The point of decreased speed before coming 
to a full stop is illustrated by the fact that 
a car, moving at the rate of 50 miles an hour, 
or 73-1/3 feet a second, can within 35 feet, or 
in one-half second’s time, be slowed down to 
15 miles an hour or 22 feet a second, and brought 
to a dead stop within the next 10 feet. 

Current required is 40 amperes for 2/5tbs. of 
a second and a pressure of 6 volts. 

Prest-O-Vacuum Brake. 



At any speed above six miles per hour, dynamic break¬ 
ing may be effected by retarding the electric lever. 
This causes the electric motor to run as an electric 
generator driven by the gasoline motor or by the mo¬ 
mentum of the car. The power thus generated is used 
for charging the battery. The same effect may be ob¬ 
tained by a simple movement of the foot brake pedal, 
which also acts as a mechanical brake below six 
miles per hour. (Woods Electric Vehicle Co., Chicago 
Illinois). 


By utilizing the suction in the intake manifold 
to exhaust the air from a cylinder (B) carry¬ 
ing a piston, the piston is forced to move, and 
in its motion applies the brakes through the 
usual braking system. The amount the brakes 
are applied depends, of course, upon the suc¬ 
tion of the cylinder, and this is controlled by 
the driver through a throttle valve *perated 
either by a pedal or hand lever. 

Fig. 3 shows the general layout of the system 
when installed on a car. It will be noted that 
the forward end of the suction tube, is attached 
to the intake manifold at its junction (1) with 
the carburetor pipe, this being the point of most 
constant suction. From here it leads to the 
throttle valve (C) located convenient 
to the driver’s foot. 

The principle is similar to the air¬ 
brake cylinder used on railway trains, 
having a pressed steel shell, cast 
steel head, and carrying a pressed 
steel piston with leather packing. 
This piston has a diameter of 7 in., 
an area of 38% sq. in. and a stroke of 
4 in., the entire braking cylinder as¬ 
sembly weighing about 10 lbs. 

The suction in the manifold (I) 
varies from 8 to 12 lbs. per sq. in. 
When the throttle valve (C) is opened 
wide, at least 10 lbs. per sq. in. suc¬ 
tion is applied to the piston in the 
braking cylinder. Hence, the area 
of the piston being 38% sq. in., a suc¬ 
tion, or, to be more exact, a pressure, 
of 10 times 38% or 385 lbs., is applied 
to the piston. 



The piston, therefore, is moved under a direct pull of 385 lbs., and this in turn is compounded 
through the toggle joint connections to give a pull of 4000 lbs. on the brake rods. This is an ex¬ 
treme example of what the system can do, as a pull of 4000 lbs. is seldom required, unless on large 
trucks. It is evident that the pull applied to the brakes may be graded from 0 to 4000 lbs. at the option 
of the driver, the pull depending only upon the opening of the throttle valve. (I rest-O-Lite Co., In¬ 
dianapolis Indiana, are the manufacturers.) 


CHART NO. 207-B—Woods Dual Power Car. Hartford Electric Brake. Prest-O-Vacuum Brake, 













































































































































480 


DYKE’S INSTRUCTION NUMBER THIRTY-THREE. 



GENERATOR 


no® con. 


MEMATUM WINDING 


ATMATUSX WINDING 


eOWMUTATO 
COLLtCTO (UNO 


’’’Y IT T" l"T ItllHilJlFB! 


(AXMATlntC corn 


AFMATL'PC coer(I 




S//JLV/.V, V 77 /J’. 


Section through Owen-Entz electric transmission. Generator field cores and coils form the gasoline engine flywheel and the collector 
rings shown are for the purpose of connecting the field current of the generator tr the various circuits. The brushes of the generator 
revolve with the field. The two armatures are identical and both are keyed to the hollow shaft which is attached to the propeller 

shaft and has no connection with the gaspline engine 

Electric Transmission. 


con mutator 


ORIVE SHAFT 


generator 



ARMATURE 


ARMATURE 


Above—Armature of motor and generator attached 
to the propeller shaft as on the Owen magnetic car. 

Right—Field coils, etc., of the electric transmission 
system forming the flywheel of the gasoline engine 
as mounted on the Owen magnetic car. 

Explanation. 

In place of the fly wheel, clutch, gearset, starting 
and lighting sjstem and their auxiliary parts, two 
direct current dynamo machines and a drum controller 
have been substituted. 

Clutch generator. One of the dynamo machines has 
its field magnet frame directly connected to the en¬ 
gine crankshaft, taking the place of the ordinary fly¬ 
wheel. The armature of this machine is mounted on a large, hollow shaft, which is directly con¬ 
nected to the propeller shaft. This machine is called the “clutch generator,” as it acts both as a 
clutch and a generator. There is no mechanical connections between engine and rear axle; it is connected 
through an “air gap” which is entirely a magnetic connection. 



The motor. The second dynamo machine has its armature mounted on the same hollow shaft as 
the first, and its field magnets are stationary; It is called the “motor,” as it is generally used as 
a motor to help drive the propeller shaft, and boost the effort of the engine as transmitted through 
the clutch generator, which, like any clutch, can only transmit the engine effort or torque. 


The clutch generator is used as a clutch alone, on the high speed, when it is short circuited upon 
itself, and a small speed difference between armature and field, or a small slip is necessary to estab¬ 
lish the current in its windings which energizes it and causes it to act as a clutch. 


On the high speed position the motor plays no part in the transmission of power, but is ussd 
as a charging generator for the storage battery, which later is used for cranking the engine and for 
the electric lights. 


Electric motor aids propulsion. On all other power control positions but the high, the motor 
helps turn the propeller shaft, by taking current from the clutch generator in which circuit it is 
included. At these times the slip in the clutch generator is greater than needed to energize it as a 
clutch, and the additional slip produces the current required for the motor, which it utilizes for giv¬ 
ing additional turning effort to the propeller shaft. 

The different graduations of speed and torque are controlled by the relative strength of the gen¬ 
erator and motor field. The weaker the generator field compared to the motor field the greater the 
slip and the more electrical energy goes to the motor for producing greater torque. 

Besides the positions of power control, there is a neutral position in which the clutching effect is cut 
out, but the motor is so connected through a resistance as to act as an electric brake, in which case 
it becomes a generator, taking power to drive it, and 60 braking the car. 


This brake is most effective when the speed is highest and is ineffective below 15 m. p. h.; it will 
hold the car on any mountain grade to 20 m.p.h. without wear of any parts and can be applied with 
the car going 60 m. p. h. It cannot*hold the wheels and there is little danger of skidding, as the brak¬ 
ing effort disappears at speeds below 15 m.p.h. (Automobile). 


CHART NO. 207-C—The Entz System of Electric Power Transmission as Applied to the Owen 
Magnetic Car—continued on next page. 





























































































































































































































THE ELECTRIC VEHICLE. 


481 



Elementary Principle. 

Illustration No. 1—A. Magnet with 
keeper familiar to everyone. 

B. Magnet and pedestal with hand 
crank to revolve it. 

C. Piece of steel on pedestal placed 
within magnet on same line of travel, 
it will be apparent that as the magnet 
is revolved by turning the crank it will 
attract the piece of steel which will re- 
volve with it. 

Illustration No. 2—B is now re¬ 
volved by gasoline engine instead of 
hand crank, taking the place of the fly 
wheel as shown in chart 207-0 and 
revolves at engine speed regulated by 
the throttle, and to accurately describe 
it, we will now call B a revolving field. 

0 is now part of propeller shaft, and 
to accurately describe this, we will now 
call C an armature, see chart 207-O, 
and when car is running in “high 
speed,” 0 follows B, because it is 
magnetically locked, but it will be 
noted that we are driving through an 
air space or gap, there being no me¬ 
chanical connection at any time be¬ 
tween the rear axle and the gas en¬ 
gine, only magnetism transmitting the 
torque of the gas engine to the rear 
axle. 

When arriving at a grade which ii 
too steep to climb on “high,” we 
would now stall our gas engine unless 
we applied a form of speed reduction. 


Illustration No. 3-—The conventional electric motor D, as ,shown in illustration 3, gives us the re¬ 
ductions needed in the following manner: 

We now drive through what is ip, effect a slipping clutch, and it is apparent to us all, that if it 
were possible to use the power that is lost in heat through the friction of the slipping clutch in the old 
type gear transmission car, all the power of the engine would be transmitted to the rear wheels and there 
would be no use for a gear box. 

The magnetic transmission gives us this result, as we now find that 0 is trying to keep up with 
B, but as B and 0 now have ceased to be magnetically locked, because we have changed the position of the 
control lever on the steering wheel, and therefore slipping, the difference in their relative speeds gen¬ 
erates electricity which is led to D. 


Armature E, being of the same form as C and on the same propeller shaft, see chart 207-C, takes 
the electricity generated by the slip, and acts as a power booster on the propellor shaft, giving us innum¬ 
erable speed reductions, wonderful flexibility and absolute silence at all speeds. 


CHAR6IN Qx 



Control Lever Positions. 

Charging: Car stationary, engine running. Genera¬ 

tor charging starting and lighting battery. Seldom 
necessary, as battery is automatically charged on high 
speed position when car is in motion. 

Starting: Current from starting battery operates 

generator as a motor for starting engine. When 
engine has started, bring lever to neutral position. 

Neutral: Car stationary, engine running. Clutch 
generator circuit is open, and motor is short circuited 
on a resistance. Bring lever to first position. 

First position: Generator producing light clutching 
effect and maximum current for electric motor result—■ 
maximum difference between engine speed and car 
speed, and producing greatest torque or pulling power. 

Second position:. Clutching effect of generator in¬ 
creased and current supply to motor decreased. Re¬ 
sult—car speed increased. 

Third position: Clutching effect of generator further 
increased and transmitting more of the driving power. 
The motor does corresponding less work, Result—in¬ 
creased car speed. 


Fourth position: The generator continues to transmit more and more of the driving power—the work 
of the motor gradually decreasing. Result—car speed increasing. 

Fifth position: Same general action. The generator carrying nearly all the load, while motor is prac¬ 
tically idling. 

High: On this position the generator clutching effect has increased to nearly locking point, trans¬ 
mitting all the driving power. Motor no longer assists, but operates only as generator to charge 
starting and lighting battery. 

The gear ratio on the Owen magnetic car, 7 passenger is 4 to 1 and on the 5 passenger car 3% 

to 1. 


CHART NO. 207-D—Owen-Magnetic Power Transmission System. Manufactured by the Owen 
Magnetic Motor Car Corporation, Wilkes Barre, Pa. 


I 
































































































482 


DYKE’S INSTRUCTION NUMBER THIRTY-THREE. 



C-D—Represent* travel provided forclutcii slippage, and possible 
throw of clutch pedal for coasting. 

D-F—Represents travel during neutralizing and shifting (i. e , 
engagement of master switch.) 

X-XX—Represents travel while neutralizing 
XX»Y—Represent* travel while engaging the master 
switch 


Magnetic Gear Shift. 

PREVENTS 

ofgcar Principle—If you press the switch 

raonen- button 1, (see fig. 2), you close the 
a\o€MEr»T c j rcu i t 0 f goienoij causing the shaft 
(A) to move to the left. 

\ If you press button 2, you energize 
| solenoid 2, causing the shaft (A) to 
_f move to the right. 

If you press button 3, you energize 
solenoid 3, causing shaft (B) to move 
f you press button “R” energizing spool 
R.” you bring the reverse gear into mesh. 

Pressing neutral button N and throwing out the clutch, 
places gears in “neutral.” 

Pressing a push button does not energize one of the solenoids, it merely 
partially closes the circuit to a certain solenoid but the circuit is not com¬ 
pletely closed until you throw the clutch pedal down to the floor-board. 

The clutch pedal is so arranged that you can throw out the clutch in the 
usual manner by partially depressing the pedal, but if you push the pedal to 
the extreme position you bring the switch (M) fig. 3, in contact for an in¬ 
stant and permit the electricity to flow to the particular solenoid which was 
selected when you pressed one of the push buttons. 

The push buttons are therefore known as “selector switches’’ because they 
do not actually close the circuit but select in advance the circuit that will be 
energized when you push the clutch pedal to the extreme position, thereby clos¬ 
ing switch (M). 

A 12 volt battery is used—it is stated an 80 ampere hour battery will 
operate the gear shift from 394 to 491 times. 


OPERATING 

lever 


CLUTCH 

PEDAL 


A-eink 

. CLEVICE 


connecting 

ROD 


PUSH BUTTONS ARE 
MOUNTEO UNDER 
STEERING WHEEL 


Touch this end of 
. the wire to the 
battery termi- 
nal and the 
spool sucks up 
the nail 


Gear Changes. 

First speed:—To start forward in first speed, push “selector switch’’ button 
No 1 down until it catches. Then depress clutch pedal as far as it will go 
and first speed gears will instantly mesh. Allow clutch pedal to return gently. 
The clutch will engage and the car move forward in first speed. 

Second speed:—Press button No. 2 until sit catches and as soon as it is desired 
to shift the gears from first to second, depress the clutch as before to its 
extreme position. This brings the second speed gears into mesh. Engage the 
clutch. 

Third speed:—Press button No. 3 until it catches. Depress the clutch to its 
extreme position. Allow clutch to return to engagement. 

Dropping back:—In dropping back from one gear to another, the operation is 
the same, i. e., press the button corresponding to the gear wanted, and when it 
is desired to shift, simply push the clutch to the extreme limit and the gears 
will automatically change. 

Selection:—Should button No. 2 be depressed and should it then be decided 
that No. 1 is wanted instead, all that is necessary is to press button No. 1. 
This automatically “kills’’ No. 2. Similarly, any button that is down is “killed’’ by pushing any other 
button. The gears may be selected in any order desired, for example—1 to 3, 2 to 1, 3 to 1, etc. It is 
not necessary to press the buttons in numerical order. 

Pre-selection:—Speed changes may be prepared for at any time in advance of the actual shift by pressing 
the button corresponding to the gear into which it is next desired to shift. 

When the car is stopped, the gears should always be neutralized before the driver leaves his seat, so 
that when the motor is again started, none of the gears will be in mesh. 

Neutralizing:—To throw the gears to neutral, press the “N“ button, and then depress the clutch pedal to 
the limit. (’The neutral button has no catch and does not remain down when it is pressed. Its function is 
simply to throw out the other buttons in order to break their electrical connections.) 

Coasting:—The clutch pedal may be thrown out far enough to free the clutch without neutralizing or shift¬ 
ing the gears. The shift takes place only when the pedal is thrown to the extreme position. This arrange¬ 
ment permits disengaging the clutch so the car can “coast,’’ no action taking place in the gear shift. 
See fig. 1. 


A—gear shift housing 
B-l-2-3-4—coils. 

C-l-2—magnet cores. 
E-E—cam shafts. 

F-F—neutralizing 
cams. 

G—ratchet p-awl lever 
I—rocker arm. 

J—operating shafts. 

K—operating lever. 

L—p a w 1 operating 
master switch. 

M—master switch. 

N—locking shaft. 

O—master switch re¬ 
turn spring. 

P—neutralizing return 
spring. 

Z—neutralizing return 
spring shaft. 


W V hm 


•- 

* T*: 

ro@r 




kr4rl 



,.T 






© 



CHART NO. The Magnetic Gear Shift. This device is used to shift the gears, taking the place 

of the hand shift lever and selector rods, as explained on pages 4S and 49. It is attached to the side of 
the transmission. The switch control is placed under the steering wheel. This system is used on the 
Premier Car. (Above device manufactured by Cutler Hammer Co., Milwaukee, Wis.) 






















































































483 





CHART NO. 208—Principle of the Magnetic Latch on the 1914 Cadillac, a ueico oystein. 

NOTE_The drawings are not drawn to scale but are exaggerated in order to simplify the principle. Although 

the system is out of use, it is shown in order to explain the principle. 


Pooy 

Cll/TCH 

PEDAL 


Star-tin <5 

3 UTTO.V 


Pig. 1—On the 1914 Cadillac There is a Magnetic Latch used 
in connection with Clutch Pedal to shift gears for starting on the 
Delco starting system. 


SWITCH 
IN DOOR 
C,r- C.RR 


Fig. 2 —There are two Magnetic Latches combined; one placed under 
the other, with two rods (R2) running to Clutch Pedal. One makes 
connection to shift L & LI on the forward movement, and the other on 
the backward movement connects H & HI. 


The Magnetic Latch Used on The 1914 
Cadillac-Delco Starting System. 

The Clutch Pedal is connected with what is 
called a magnetic latch. The clutch Pedal can be 
operated as usual for throwing in and out the 
clutch, and when used for this purpose C & B are 
not in contact. 

In Starting the Engine with starting motor, the 
“start” button is depressed 

but at the same operation the current 
is caused to flow around the coil on the magnetic 
latch. The lever (C) is pulled to the core (H) by 
magnetism—this action places C then, in the line of 
path of B and the result is, the 
rod (A) shifts the starting motor 
gears as by hand lever 

The Clutch Pedal operates free 
of (C) as the spring pulls (C) out 
of the path of B during other 
operations of Clutch Pedal. Thus 
it will be seen that the clutoh pedal 
and starting button are used for 
starting per fig. 1. 

The Magnetic Latch used 
on the 1914 Cadillac, 
Two Speed Rear Axle. 

The Usual Typo of Selec¬ 
tive Transmission is Used, hut 
instead of driving the rear axle 
through a single bevel gear and 
pinion, there are two gears and 
two pinions. 

Gear L and Pinion Ll 
Mesh as the Low Direct Drive, 

which is 3.66 to 1 and is es¬ 
pecially adapted for city driv¬ 
ing, where starting, stopping 
and slowing down are frequent 
and where cautious operation is 
necessary. 

Gear H and Pinion HI 
Mesh for the High Direct 
Drive, which ratio is 2.5 to 1. 
This gear is used where speeds 
of 16 miles or more per liour 
is desired. 


DH/ve SHStrr ro 
TRfWsn/cs/OH 


Either One Can he Connected With Drive Shaft, 
but in connecting one, the other is idle—for instance 
L & Ll work together or H & HI. 

Tho Method For Making the Change is Done by a 
Magnetic Latch, on a similar principle as described 
above. • 

The Operation is as Follows: If it is desirable to 
have L & Ll (low gear in) then the switch on the 
door, is turned to the right, and down. This sends 
current from the storage battery through winding in 
coil (C). The magnet armature AL is drawn to 
magnet (M) causes the rod R to shift the collar in 
housing HH, which connects the gears L & Ll on the 
forward movement and H & HI on the backward 
movement. 

Now, When Clutch Pedal is Pressed, the Trigger 
1 Catches the Latch 2 and pulls-the entire apparatus 
which is on a sleeve (S). Therefore pressure of clutch 
pulls the rod (R) and shifts a coupling connection in 
the housing (HH). Note the trigger 1 works independ¬ 
ent on the shaft P, as it is on a sleeve (F) free from 
(S). Therefore, if the magnet armature is not down, then clutch can work independent of the latch (2), 
as it will miss the latch and follow the dotted line. In this case clutch pedal operates this device only when 
the switch is turned for the purpose. 

To Change to Other Gears H & HI, there is another magnetic latch (not shown in illustration) placed 
on the same 6leeve (S) but Direetly Under this one and the same operation is repeated. Therefore, there 
would he another rod to clutch pedal to connect to another trigger to shift coupling for H & HI. Being 
placed underneath, the same forward pull on the clutch pedal would “push” rod (R) back instead of for¬ 
ward. There is hut one rod (R) used however. The motion of shift for H & HI is just opposite to the 


h~ 


ROD 


pull of L & Ll. 


The advantages of the high direct drive gear ratio lie primarily in the 
fact that with it, any given speed of the engine produces an increase of 
about 42 per cent in the speed of the car. For example; at an engine speed 
of 700 revolutions per minute, with the low direct gear engaged, the car 
will travel approximately 21 miles per hour; while on the high gear it will 
travel approximately 30 miles per hour with no increase in engine speed. 

Adjustment of Magnetic Clutch Arm. 

The magnetic clutch arm (2) should he so adjusted by the adjusting 
screw (D) that the arm (1) will pass the arm (2) just allowing the point 
indicated by the arrows to clear each other when the main clutch is disen¬ 
gaged, and when the magnetic latch ie in the disengaged position. Screw¬ 
ing up on the adjusting screw (D) decreases the distance between the 
points (1) and (2), and unscreVing the adjusting screw (D) increases the 
distance between these points. 










































































484 


DYKE’S INSTRUCTION 


NUMBER THIRTY-THREE. 



STEERING FOR — 
FROffT AND REAR 
wheels 


CONTROLLER 
GASOLINE TAN* 



'-^ - ' " -©-' 

Fig. 1 — A couplc-geax four wheel drive and four wheel steer Gas-Electric 
motive power truck. Especially designed for suburban and other long distance 
work. Made in 3%, 4, 5 and 6 ton capacity. 


Gas-Electric 

Truck 

A very unique and sat¬ 
isfactory combination 
Gas-Electric power truck 
is called the Couple-Gear. 

The drive system is by 
means of an electric mo¬ 
tor in each wheel as 
shown in illustration, 
fig. 2. This would be 
termed the transmission. 

This gives a four 
wheel drive and four 
wheel steer without 
complications. No uni¬ 
versal joints are used on 
the drive. All chains, 
sprockets, clutches, slid¬ 
ing and reverse gears are 
dispensed with. 

“Couple-gear” trans¬ 
mission consists of an 
electric motor in each 
wheel, the motor arma¬ 
ture having a pinion on 
either end, one pinion 
pulling up on one side 
of the wheel, the other 
pulling down at the op¬ 
posite side, and both 
working at the periph- 
ery, (fig. 2). An 
“evener” device per¬ 
mits of compensating 
movement and divides 
the force “equally” be¬ 
tween the two pinions 
for unequal wear or ad¬ 
justments. 


The gear reduction is 25 to 1 direct, and is supposed to deliver 97 per cent, of motor energy to the 
rim of wheel. Tires are solid 3^x36". 

The power plant; is self-contained and consists of a gasoline engine connected to an electric gen¬ 
erator. The speed of the generator, controlled by the speed of the engine governs the speed of the electric 
motors in the four wheels. The engine is equipped with Bosch ignition, Stromberg carburetor. 2% -inch five 
bearing crank as shown on page 80 fig. (4 S). 

Generator—is designed especially for this class of work. The generator is rated 12 % K. W. at 
100 volts, 680 revolutions per minute and will run completely sparkless with an ampere load 200 per cent 
in excess of its normal rating and with a 100 per cent rise in speed. The voltage at the maximum speed 
can be held down as low as 40. It is a six pole machine, with the same number of commutating poles, com¬ 
pound wound with a dropping characteristic, which automatically .assists the engine to hold or increase 
speed at approximately the same rate as the increase in power is demanded for the vehicle propulsion. 
It is equipped with rheostat connected to fields by means of which the operator may raise or lower the 
gear ratio at will. Voltage can be held down to 40. Voltage drops when amperage exceeds 70. Weight 
765 lbs., (see instruction No. 27, for principle of electric generator.) Engine—4 cylinder 5" bore x 
6%" stroke. 

Control. 

Throttle, operated by foot lever. Igni¬ 
tion, fixed. Motors are operated either in 
series, series parallel or parallel which is 
governed by a controller of street rail¬ 
way type. Reverse lever, also on con¬ 
troller giving same range of speed back¬ 
ward as forward, and also operates an 
electric brake. Speed; from 7 to 15 miles 
per hour, 12 loaded, 16 miles without 
load. 


Fig. 2; shows front disk and side of 
motor removed, giving access to the arma¬ 
ture, field coils and bearings. It will be 
noted that the electric motors are mounted 
in the wheels which is the method of 
transmitting the drive power. 33 ampere 
80 volt motors are used in each wheel. 

T—rubber tire; F —field winding; A—armature; B —armature bearing; P—pinion (gears which drive 
Gl) ; G, Gl —gear in wheel; 4—steel band for tire; L—wheel inspection door; S—roller bearing. 

Motor is suspended by half of motor casting, which is a heavy stub, which passes through the knuckle 
shaft, making the motor frame itself a component part of the axle. The armature is carried rigidly within 
motor frame. The wheel shell then revolves about the motor frame, on roller bearings, one of which is on 
the rear of frame (3) and the other in frame (4). A cover which fits over armature (A) carries this 
bearing for (3), but is not shown. 




CHART NO. 209—A Gas-Electric Combination of Power and Four Wheel Drive and Steering. 

(Couple-Gear Freight Wheel Co., Grand Rapids, Mich., Mnfgr’s.) 


» 





















































































































































OPERATING A CAR. 


485 


INSTRUCTION No. 34. 

OPERATING A CAR: Preparing a Car for Service. Starting 
the Engine. To Start the Car. Speed Changes. Running 
a New Car. Hill Climbing. Points to Remember. Skidding. 
Importance of the Clutch. Pointers on Steering. Pointers on 
Changing Gears. The Control Levers and Pedals. Gear- 
Shift Lever Movements of Leading Cars. Dash or Instru¬ 
ment Board of Leading Cars. How to Use the Brakes. 


*How to Operate a Car. 


In learning to operate an automobile, the 
first step is to become familiar with how to 
start and stop the * engine and the control 
of the speed, which can be learned best 
with the engine running. 

The simplest way in which this can be 
done is to jack up the rear wheels so that 
they are clear of the ground, -letting the 
weight of the car rest on a solid box. The 
point is to get the driving wheels clear of 
the ground, and free to revolve without 
moving the car. 

The different speeds may then be han¬ 
dled, and the movements of the levers and 
pedals gone through with, without being 
under the necessity of steering, the steer¬ 
ing being the simplest and easiest part to 
learn. Care should be taken to block the 
front wheels so that the vibration of the 
engine cannot shake the car from its sup¬ 
port. 

Lever Systems. 

There are three types of side lever sys¬ 
tems; the type which operates the plane¬ 
tary transmission gears, the type which op¬ 
erates the old-style progressive gears and 
the type which operates the selective type 
of gear. 

tThe planetary gear type is used on the 
Ford car and is very simple. See Ford in¬ 
struction. 

The progressive gear type is now seldom 
used. Its principle and operation is shown 
on page 4 6. 

The selective type is the type used most¬ 
ly and it is with this type we shall deal 
with principally. This type is shown in 
chart 212, also page 4 8 and 49. 


**The gear'shift lever used with a selec¬ 
tive transmission, is constructed in two 
types; the “gate” type and the “ball and 
socket” type, page 49. Also chart 212. 

The emergency or hand brake lever, is usu¬ 
ally placed along side of the gear shift 
lever. Sometimes these levers are placed on 
the side of the car, but more commonly 
found in the center as per chart 210. For 
a further description of the selective lever 
operation, see page 4 9. 

Pedal Systems. 

The “running” or “service” brake is a 
pedal operated by the right foot (see chart 
210). The clutch pedal is a pedal operated 
by the left foot. 

The accelerator is usually placed between 
the two pedals, as shown in fig. 2, page 4 86. 

The movement of the gear shift lever for 
changing the gears, vary on different cars, 
as will be noted in chart 214. The prin¬ 
ciple or purpose however, is the same on 
all cars. 

The spark and throttle levers are in most 
instances, placed on the steering wheel. On 
a few cars, they are placed under the wheel 
on the steering post. The throttle lever is 
usually the longest of the two. The move¬ 
ment of the throttle lever, whether up or 
down to open the throttle is easily deter¬ 
mined by noting the movement of throttle 
on carburetor, the spark lever for advanc¬ 
ing, can also be determined by noticing the 
direction it moves the timer or interrup¬ 
ter on magneto. Usually the throttle and 
spark lever are pushed up to open and to ad¬ 
vance. See chart 213. 


*If you have Dyke’s Working Models of the 4 and 6 cylinder Engines, place Chart of Gear Box in con¬ 
nection with the model of Engine and note the relation of parts. 


**See supplements. tSee also Ford supplement. 


486 


DYKE’S INSTRUCTION NUMBER THIRTY-FOUR 



Fig. 1. See that gear shift 
lever is in “neutral,” before start¬ 
ing. Release hand brake, then 
throw clutch “out.” 



To Start Car. 

Release the hand emergency brake: By pushing down on the but¬ 
ton on top of lever to the left of the gear shift lever (fig. 1), and 
at the same time pull back slightly to release latch, then throw 
forward as far as possible. Caution:—Never try to start car with 
the hand brake set. 

Throw out clutch: The foot pedal to the left operates the clutch. 
Push the pedal as far forward as possible, to disengage the clutch 
and stop revolving of transmission gears. (See page 41). 


*Gcar Changing. 

First speed or low gear: With the clutch still disengaged, grasp 
the gear shifting lever (now in “neutral” position in fig. 2), with 
the left hand and pull sideways towards you. Then with a firm, 
sharp motion move it into first gear. (Study the numbers indi¬ 
cating speed changes in chart 212, and page 49). Now slowly re- , 
lease the pressure on the clutch pedal, letting it back gently. The 
car will then start ahead. 

When the clutch is being engaged, the increased work thrown 
on the engine will cause it to slow down. Therefore, at the same 
time the clutch is being engaged gradually give the engine more gas, 
by advancing throttle lever or pushing down on the accelerator pedal. 

If you fail to open the throttle as the load is thrown on the engine, 
it is very apt to “stall.” Remember, never try to shift gears with¬ 
out first disengaging the clutch. (See page 41). 


Continue to run the car very slowly on first gear until you be¬ 
come accustomed to the sensation of driving and have mastered the 
operation of the steering gear. It is advisable to form a good idea 
of where the front wheels of the car are going to ride over the road 
ahead of you. A'S you sit in the seat and are driving along a street 
car track, the wheels will fit the rails—one wheel on each rail. Now 
sight ahead across the radiator, mud guard or hood, and set an 
imaginary mark there somewhere exactly in line with the rail as it 
passes under the machine. Riding in car tracks is bad for tires, but 
try the same thing on country roads when you are compelled to run 
in deep ruts—become familiar with where the wheels of your cnr are 
going to run and you will then be surprised to find how easy it is 
to judge distances—in passing other vehicles, missing stones and 
holes in the road, etc. 

Second speed or intermediate gear: When you desire to go into 
second speed, push down on the clutch pedal quickly, and hold it 
so for a second and at the same time, with a quick, firm move¬ 
ment, pull the gear lever straight back, into neutral position, then 
push sideways, that is away from you and pull straight back (or 
forward which ever the case may be) into second speed, again en¬ 
gaging the clutch gently, and at the same time accelerating the 
engine when the clutch begins to take hold. 


Fig. 2 Place gear shift lever 
into first or low speed position, 
after engine is running—but hold 
clutch “out” while shifting. 


Third speed or high gear: In going from second to third speed, 
release the clutch as previously explained, and push the gear lever 
straight forward (or backward) into third speed, and again engage 
the clutch gently; accelerating the engine when the clutch begins to 
take hold. 


Most of the running of a car is done on the high gear. The starting of a car is always done on the 
low gear. 


Regulate Spark. 

In cranking, the spark was fairly well retarded, but since running on retarded spark for sny 
length of time will cause the engine to overheat, the spark should be advanced as far as possible without 
causing a knock. Try for yourself the change that the time of spark makes in the running of the engine. 
Retard the spark and with the throttle opened so that the car is moving eight or ten miles an hour, 
gradually raise the spark advance lever. You will note that the car would gain speed and you will be able 
to draw the conclusion that by using the same amount of gasoline with the spark advanced you will be 
able to get a greater mileage per gallon of gasoline. Consequently always use as much spark and as little 
gasoline as possible. The general rule is that as the engine is speeded up, the spark lever should be 
advanced and as it is slowed down it should be retarded. 


To Reveise Car. 

Never attempt to reverse car when moving forward. Bring the gear shift lever into neutral position and 
pull it towards you and then straight back into reverse gear. Let the clutch in very slowly and the car 
will move backwards. 


To Stop Car and Engine—see page 489. 


*Gear changing position varies—see chart 212, page 490. 


CHART NO. 210—Starting Car and Changing Gears—see also pages 50 and 51. 







































































OPERATING A CAR. 


487 


Preparing Car for Service. 


See that tires are properly inflated—see 
Instruction 41 “inflati-ng tires /’ 

Fill radiator with pure water—if freezing 
weather, use a ‘ ‘ non-freezing’ ’ solution—see 
page 193. 

Fill oil pan of engine with good grade of 
cylinder oil—until gauge shows full—see 


pages 203 and 204. The oil is poured into 
engine through breather pipe, see upper illus¬ 
tration, page 71 for location of ‘ ‘ breather. ’ 

Fill grease cups—as per page 204, and 
see that all wire connections are tight—and 
also make sure that there is gasoline in 
the tank. 


* Starting Engine. 


Place gears in neutral: Be sure that the 
gear shifting lever stands vertical, so that 
no gears are engaged—see page 4 6. 

Set hand throttle lever: The throttle is 
closed when the lever is down and opened 
when it is at the extreme top (varies; but 
this is general practice). ' 

When starting, the lever should be raised 
about one and one-half inches from the low¬ 
est position. (This varies on different cars.) 
See chart 213, and page 153. 

^When starting the en¬ 
gine, “retard” the 
spark lever to its lowest 
position. After the en¬ 
gine has started, “ad¬ 
vance” the spark lever 
half way, and leave it 
there while shifting 
gears. 



As a general rule, the spark lever should 
be advanced farther for fast driving than 
for slow driving, and especially should it be 
retarded for heavy, sandy, or up-hill roads 
when the car is running slowly and the en¬ 
gine laboring. When using the low or in¬ 
termediate gears on the hills or in the sand 
the spark lever may be advanced farther 
than when using the high gear. 

When driving over smooth, level roads, 
carry the spark lever advanced three-quar¬ 
ters of the way up the sector for speeds 
between fifteen and thirty miles an hour. 
For speeds above thirty miles an hour, carry 
the spark fully advanced, that is at the ex¬ 
treme upper position. 

Never attempt to accelerate from slow to 
high speeds, in high gear, without first re¬ 
tarding the spark to the half-way position. 

W T hen attempting to pull slowly through 
deep sand or to go slowly up steep hills, in 
high gear, carry the spark not higher than 
the half-way position (also see chart 213). 

Set carburetor air regulating handle (if 
one is provided): ' The handle usually on 
steering post or elsewhere (see page 159) 
controls the quantity of air supplied to the 
carburetor. When starting in cold weather, 
close the valve. This causes a rich mix¬ 
ture to be drawn in and less air. By a lit¬ 
tle experimenting you will be able to ascer¬ 
tain the best position for warm weather 
starting on your particular car. 

Put switch key in place: The switch is 
usually located on the dash cowl. Insert 
the key as far as possible and give it a 
quarter turn. When released it will lock it¬ 
self into position. 


Crank the engine with starter: If a 
starting motor is provided, push the switch 
down as far as it will go with a firm un¬ 
hesitating movement. Electrical connec¬ 
tion is now. made between the battery and 
starting motor and you can hear the engine 
turning over. Hold the switch down. In an 
instant the sound will change and the engine 
will then be running under its own power. 

Important:—Just the moment the engine 
starts remove your foot from the starting 
switch and be sure that the lever springs 
back into its original position. 

The time required for the operation va¬ 
ries from one-half second under good condi¬ 
tions when the engine is warm, to from five 
to ten seconds for cold weather starting. 
If the engine does not start within the men¬ 
tioned time, release the starting switch, 
since you will know that something is out 
of adjustment and you are throwing an 
undue strain on the battery. (For full ex¬ 
planation of operation and care, see the 
starting motor instructions, referring to the 
type of motor system, cars are equipped 
with, in Instructions 25 and 26). 

Regulate air to carburetor: When the 
air regulator handle (see page 159) is on 
the starting line, the air is practically shut 
off from the carburetor and the engine is 
drawing a mixture which is very rich in 
gasoline. A rich mixture aids in cold 
weather starting and the car can be driven 
immediately after the engine starts without 
waiting for things to warm up. However, 
a rich mixture consumes an excessive 
amount of fuel, is conductive of overheat¬ 
ing and causes undue carbonization of the 
engine parts. Consequently, until you can 
get the engine to run on hot or cold air, 
open the air regulator to carburetor gradu¬ 
ally to the left and leave in a position 
where it does the best work. Remember 
that air is cheaper than gasoline therefore 
run with as much air as possible, and slight¬ 
ly advance spark lever. 

Close hand throttle: Do not allow the 
engine to race, i. e., run very fast without 
load. Move the throttle lever down until 
engine runs at fairly low speed. When 
leaving the car with the engine running 
the throttle should be entirely closed. With 
a little experience you will be able to as¬ 
certain for yourself the best position of the 
engine control parts for your particular car. 

Test accelerator: Before attempting to 
put the car in motion, acquaint yourself 


*See foot note bottom of page 489. **See also page 834. JThis applies to starting engine by 
hand. Now that starting motors are used, the spark lever can be advanced slightly. 



488 


DYKE’S INSTRUCTION NUMBER THIRTY-FOUR. 


How To Change Gears. 


Changing from Low Speed to Second Speed. 

Fig. 2—Assuming the car started and running 
on first speed, before making the change to sec¬ 
ond speed fig. 2, it will be necessary to have the 
car traveling at such a rate—that the drop in 
speed during the length of time it takes to bring the 
gearshift lever from the first speed position, through 
the neutral gate and into the second—will not 
result in the car traveling so slowly that there will 
be difficulty in the engine picking up the load. It 
will not be necessary to attain a speed of more than 
7 miles an hour to make this change on level ground. 
When a speed approximating this has been attained, 
make the change by a smooth but quick pull on the 
lever. You should practice the movement to such 
an extent, that the transverse movement in going 
through the neutral gate movement, will be made 
so quickly that it will hardly be apparent and will 
not interrupt—to a perceptible degree—the smooth 
movement of the gear-shift. In making the change 
to a higher speed, it is necessary that the throttle 
be opened as soon as the gears are meshed. The 
spark is also at once advanced slightly. 


The engine Is speeded up until it is turning over 
at the same rate of speed as it would be were the 
low speed engaged. It will take a little practice to 
accustom the ear to judge by the sound of the engine 
whether it is turning over at the correct speed or 
not. 

After the engine is speeded up to the proper de¬ 
gree, the clutch pedal is depressed, and the change 
gear lever brought into low speed as at (0). The 
same method will apply in going from second to 
first. 

Trouble in dropping to lower speed on a hill can 
be averted, if the critical moment at which to make 
the change is learned. If the driver waits too long 
he may “kill the engine” and sometimes place him¬ 
self in a very serious position. 

If he tries to make the change too soon he will 
clash gears. 

By changing at the critical moment however an 

easy, quick change can be made. 


Changing from Low Speed to Second Speed 
—on a grade. 

When the car is facing upwards, it is a little 
more difficult to be able to judge when the speed 
is sufficiently great to justify a change from first to 
second speed. The hill may be of such slope that it 
is an easy matter for the car to take it on high in 
ord-inary running, but is still steep enough that the 
pause in the gearshifting act, is sufficient to cause 
the speed to drop considerably. In a case of this 
kind the driver should be able to judge just at what 
speed he should throw out his clutch and make the 
change. The steeper the hill the greater will be the 
speed required before the change can be safely made. 

Fig. 3—In going from second to high speed the 
same directions apply, except that the complication 
of passing through the neutral gate is not present, 
and therefore the change is simplified to a slight 
extent. 

In Changing from a Higher to a Lower Speed 
—high to first. 

Fig. 9—In dropping from a higher to a lower 
apeed a different set of circumstances will arise 
and a different method will have to be pursued. 

When traveling through traffic it is sometimes de¬ 
sirable to change to a lower gear on level ground 
without slowing down the car. To attempt this 
by de-clutching and putting the lever directly into 
the lower speed notch—in the same way that this is 
done while ascending a hill—would be to invite a 
very noisy clash of the gears. 

Instead: the change is made in three progressive 
steps, as shown in fig. 6 and fig. 1, and the speed 
of the car is not reduced to any appreciable degree. 

The first movement shown at A in the illustration 
below is to disengage the clutch and carry lever 
forward from high to neutral. This leaves the car 
coasting with the engine running. 

The clutch is now let in and the levers are in the 
position shown at B. Now this is the part where 
the skill is required and where practice is necessary. 

—see further instructions under fig. 11 and illus¬ 
trations below. 



Neutral to Low Low to Second Second to High 



High to Second Second to Low High to Neutral 



Neutral to Reverse Low to High. High to Low 

Above illustrations explain the movement of shift 
lever to obtain different changes of gear. For in¬ 
stance, Fig. 1 shows the change from neutral posi¬ 
tion to first or low speed; Fig. 2, shows change from 
1st to 2nd, and Fig. 3. shows change from 2nd to 
3rd. 




Fig. 11—Changing from 

“high” to “low.” 

A—clutch out and 
lever brought to neutral; 
B—clutch engaged with 
gears in neutral and en¬ 
gine speed regulated to 
correspond to speed of 
car on low gear; C— 
clutch held out with 
foot—gear shift lever is 
then moved back to low 
gear position and gear 
change is completed. 


CHART NO. 211—Pointers on Changing Gears; movement of lever. 

The above gear shift was used on early model Overland cars. The later Overland, Willys and Willys-Knight cars 
and in fact a majority of the three speed cars use gear shift as per fig. 1, page 490. 




















































































































OPERATING A CAR. 


489 


with the operation of the foot throttle or 
accelerator. The pedal is usually located 
between the two large pedals on the foot 
boards and by pressing dow T n, the engine may 
be speeded up, but when released it will 
spring back, slowing down the engine to the 
speed allowed by the position of the hand 
throttle on the dash. Note how quickly 
the engine responds to the pressure of the 
foot. The success you will have in mak¬ 
ing gear changes, will largely depend upon 
the sensitiveness of your foot pressure. (See 
tig. 4, page 154, for explanation of an ac¬ 
celerator—see also chart 213). 

Starting car and changing gears —see chart 
210 and 211. 

fTo Stop Car. 

Remove foot from accelerator to slow 
down engine and disengage clutch by push¬ 
ing left pedal forward. Then apply the 
brake by pushing forward on the right pedal. 
When the clutch is disengaged the engine 
power ceases to drive the rear wheels, but 
the car will continue to coast, due to its 
momentum. The foot brake is used to over¬ 
come this momentum and should never be 
applied against the power of the engine, i. 
e., when the clutch is engaged. Do not 
slam down on the brake pedal and lock the 

To Stop the 

Turn switch key to “off” position. At 
the same time press the accelerator pedal, 
thus opening the throttle after the spark 
has been cut off and allowing the engine to 
draw in a rich mixture while coming to a 
stop. The gas drawn in will remain unex¬ 
ploded in the cylinders and greatly facilitate 
future starting. See page 321. 

Be sure the clutch is thrown “out” or 
gear shift lever in “neutral” position when 
stopping engine. 

**Running 

In setting up and starting any new piece 
of complicated machinery, you would expect 
to watch it pretty closely and go a little 
easy until its various hearings, parts, etc., 
had become thoroughly “worked in.” An 
automobile is no exception to the rule. 
While every bolt and nut in the automobile 
is drawn tight, and secured with either cot¬ 
ter pins or lock washers when the car leaves 
the factory, nevertheless it is advisable 
to go over a few of the more important 
points and make sure that everything is in 
perfect shape, (see pages 203 and 651, “run¬ 
ning in” a new engine.) 

The folowing points should receive your 
special attention, during the time the car is 
being driven the first few hundred miles: 

Between the upper crank case and the oil 
pan, there is usually a gasket, see page 62 
and 64. During the first few days of service 


rear wheels, for this not only shows lack of 
good judgment but is extremely hard on 
tires and may cause disastrous skidding. An¬ 
ticipate the stop to be made far enough in 
advance, to enable you to bring the car to 
a gradual stop. 

Before letting back on the clutch pedal 
move gear shift lever into neutral position. 

If you fail to do this the car will start 
ahead when the foot is removed from pedal 
and the engine is very apt to stop running, 
i. e., “kill the engine.” 

Emergency stop: Push both pedals for¬ 
ward and at the same time pull back as 
hard as possible on the hand or emergency 
biake lever. Do not get excited and pull 
back the gear shift lever. Remember, the 
brake is the longer lever furthest from you. 
(See fig. 1, chart 210). 

If the road surface is wet and slippery 
a greater braking effect may be had by 
pushing in on the foot brake pedal inter¬ 
mittently, i. e., hold the brake pedal down 
for an instant only, then release and apply 
again. Keep doing this until the car is 
brought to a stop. If the brake is con¬ 
stantly applied the rear wheels will be 
locked and traction will be lost. 

Engine. 

To stop the engine in cold weather so that 
it can be restarted easily, shut off air to 
carburetor by moving the air regulating 
handle in a right-handed direction to start¬ 
ing position. If this in itself does not stop 
it, then push in the switch key to short 
circuit the magneto. 

When leaving the car, always remove the 
key from the switch, so the engine cannot 
be started without your knowledge. 

i New Car. 

the gasket may become slightly compressed, 
thus loosening the crank case to oil pan¬ 
bolts, consequently go over the nuts on the 
bottom of the oil pan with a wrench and 
tighten them up. Drive a few days and 
try them again. Continue to do this until 
the gasket has become fully compressed and 
the parts have settled into permanent work¬ 
ing position. If you will take this precau¬ 
tion the joint will be absolutely tight and 
you will never have any trouble, such as, 
loss of oil or water and dirt being washed 
into the oil pan and then circulated with the 
oil through the bearings, causing excessive 
wear and cutting. 

At first, occasionally go over all of the 
bolts (illustration E, page 64), that hold the 
engine to the frame, and see that they are 
kept tight. If you find them perfectly tight 
after inspecting them two or three times, you 


♦Starting engine by opening switch is unusual but it is obvious that the idea of flooding the car 
buretor is to obtain a temporary enriched mixture, but the value of the flooding is lost if it be done when 
the cylinder and induction pipe are full of mixture, any gasoline vapor left in this overnight having 
long since evaporated. 

If the engine be turned over a few times with the switch off, the air is expelled, and a thin mixture 
of air and gasoline inhaled in its place. Flooding then gives a temporarily rich mixture in the cylinders 
and the engine will start at the first trial with switch on. Also see page 153. 

tSee also page 495. 


**See pages 203 and 651. 


490 


DYKE’S INSTRUCTION NUMBER THIRTY-FOUR. 



A four speed grate 
type gear shift; 
Pierce-Arrow. See 
page 500, fig. 22, for 
Locomobile. 






Fig. 9—The Ford—L, is the high speed 
and brake lever; 0—clutch pedal; R—re¬ 
verse; B—brake pedal; S—spark lever; 
T—throttle lever. 


Gear Shift Movements. 


The three gear shift principles in general use are 
shown in the above illustrations. The one other 
type, fig. 9, is the Ford, which is also explained 
under the Ford instruction. 

Three speed gate type: The gate selector is 
plainly shown in G and Gl. The gear shift lever is 
shown in neutral position. By moving this lever 
to the side, then forward or backwards the dif¬ 
ferent gear shifts are obtained. Note in G, the 
first or low speed is obtained by moving the lever 
back, on the left 6ide, whereas’in Gl, first speed 
is obtained by moving lever backwards to the right. 
G is the S. A. E. Standard fig. 1, below, and 
is used most. 

The ball and socket type gear shift: Is shown 
in B and Bl. This principle is also explained on 


page 49. The lever in this principle shifts the 
gears in precisely the same manner as in the gate 
type selector, but instead of a gate, the ball and 
socket is used to obtain the various movements. 

When in center position, lever is in “neutral.” 
Note in B, to obtain first or low speed, lever is 
shifted backwards, to the left, whereas in Bl, it 
is -shifted backwards to the right. The ball and 
socket type, is the one most cars are equipped with 
at the present time and B, corresponds with the 
S. A. E. Standard fig. 1 below and is used most. 

Four speed gate type selector: The Pierce-Arrow 
gear shift is illustrated in A. This principle cor¬ 
responds with S. A. E. Standard, fig. 2 below, see 
also page 500, fig. 22 for Locomobile four speed 
gear shift. 


**S. A. E. Standard Gear Shift Movements. 


The gear shifts as recommended by the 
Society of Automotive Engineers are illus¬ 
trated as follows: 


Fig. 1 — Three speed 
movement; R—is reverse; 
2—intermediate or second 
speed; 1 — low or first 

speed; 3—third or high 
speed. Note reverse and 
second speed are forward 
movements. 


Four-speed transmissions for motor trucks shall have 
gear-shifts so arranged that the lever-handle positions 
for forward speeds are as shown in figs. 2 and 3. The 
high-gear (or 4th speed) position corresponds with that 
for three-speed transmissions (3—fig. 1), and low-gear 
(or 1st speed) position corresponds with reverse (R) 
for the three-speed transmission. 

The location of reverse position is left optional, it 

may be as arranged in figs. 2 or 3, or could be in a 
separate slot as per fig. 3, but in rear instead of front 
—which is the method as used on the Garford truck 
and many others, but there must be protection by a 
latch or equivalent against accidental engagement of 
reverse. 


VJ 

9 \ 

« \ 


START 


INTER'T 


HIGH 


REAR 

Fig. 1—3 speed. 




! 





uf 

o 

05 

z. 


Ifijjl 


START 


THIRO 


HIGH 


REAR 

Fig. 3—4 speed. 

• Note difference is 
in reverse. 


Fig. 2—Four speed move¬ 
ment: This corresponds 

with Pierce-Arrow above 
(A) and Loco, fig. 22, page 
500. Note the reverse is 
a further movement in 
slot with 1st speed move¬ 
ment. 


Fig. 3—Four speed; same 
as fig. 2, except the reverse 
(R) is in a separate slot; 
to the side of the 1st 
speed (1). 



*Ho\v To Use A 
Starting Crank. 

Fig. 12 — Always 
pull up on a starting 
crank — never push 
down. With the crank 
hanging straight 
down, push it in as 
far as possible and 
turn in a right-hand¬ 
ed or clockwise di¬ 
rection until it catches. Now 
pull crank over against the 
compression as quickly as pos¬ 
sible by giving it a quarter or 
half-turn in the right hand di¬ 
rection. The engine should 

FI6.I3How to Hold the Crank, j U ^ start 

Proper method to grasp ®. er noing this three or four 
handle of starting crank. If times, do not tire yourself out 
started by hand, otherwise see by continually cranking. Some- 
electric starting instruction thing is in heed of attention. 

Analyze the cause of trouble 
in the manner outlined in ‘‘digest of troubles” In¬ 
struction 43, and remedy accordingly. 


OHAJRT NO. 212—Gear Shift Movements Explaining the Difference between the Gate and Ball ana 
Socket Type—see also pages 4 9, 496, 497 and 543 to 546. S. A. E. Standard Gear Shift Movements. 

•The starting crank is now seldom used but occasionally it is necessary, therefore instructions are given as a 
matter of information. **The gear shift of the A and B Army Truck is as per fig. 3 and 1. 


































































































OPERATING A CAR. 


491 


need never fear that they will loosen up. 

It is advisable to put a wrench to all nuts 
on different parts of the car and make sure 
that they are perfectly tight after it 
has been driven a hundred miles or so. 
When they have once been screwed up as 
tightly as possible and the car has been 
thoroughly ‘ ‘ run in,” there will not be 
so much danger of loosening up and caus¬ 
ing damage. 

Spring clips fig. 8 (upper illustration), 
page 26, will loosen if the nuts on the clips 
are not tightened ocasionally. It is very 
important to tighten these nuts often. 
Fender bolts also demand attention. The 
universal joints should be kept well sup¬ 
plied with grease, see bottom of page 43. 

Lubrication of a new car. It is needless 
to remark that lubrication is one of the 
most important things to look after on a 
new car. All parts should be thoroughly 
lubricated and greased as directions pro¬ 
vide on page 196, and follow along the lines 
as there suggested. In the absence of direc¬ 
tions from the maker study the lubrication 
subject carefully. Remember one thing— 
cheap oil will cost ten times more—maybe a 
hundred times more in the long run, in the 
way of repairs. The best oil is none too 
good. 

Draining oil from engine: When the 
engine is assembled every part is cleaned 
as thoroughly as possible but in the early 


stages of service, small metallic particles 
may be shaken or worn off the engine parts, 
falling into the oil reservoir. Consequent¬ 
ly after the car has been driven about two 
hundred miles drain out all of the old 
oil as per directions. See also page 201. 

After having drained the crank case and 
transmission case, rinse out with kerosene, 

replace screw plug in the oil reservoir and 
pour the kerosene through the breather pipe, 
if so equipped using a gallon or more. With 
switch plug removed, push in on the starter 
pedal so that the engine turns over rapidly 
for ten or fifteen seconds. By running the en¬ 
gine with the starter for a very short inter¬ 
val the kerosene will be forced through the 
entire oiling system, flushing it out and then 
running out the lower drain plug hole, which 
should be left open. Drain out the kerosene 
very thoroughly, and then replace all plugs 
and refill the oil reservoir. The transmission 
will be refilled by the fly wheel as soon as 
the engine starts (if it is a unit type). The 
oil will then lower and no doubt more oil 
will be necessary. If you -wish to derive the 
best results from the oiling system, this op¬ 
eration should be repeated after the car has 
been driven another five hundred miles or 
thereabouts. After this the oiling system 
needs to be rinsed out only once every thou¬ 
sand miles and it will require no other atten¬ 
tion since now the oil is bound to be clean 
and it is positively circulated to every mov¬ 
ing part with little chance of failure. 


Hill Climbing. 


Until you have become thoroughly fa¬ 
miliar with the operation of the car, and 
have mastered the things necessary to make 
a good driver, do not attempt to climb 
every hill you see“ on high,” because your 
neighbor possibly has said that his car 
would do it. There can be nothing more 
detrimental to the engine and driving parts 
than to try climbing every thing on “high.” 
The first and second speed gears are placed 
in the car for a purpose, and if the hill that 
you are approaching is at all steep, shift 
into “second” a little before you are really 
on the hill. Do not try to go into “sec¬ 
ond,” however, at any time unless the 
speed of your car has been reduced to the 
pace at which the second speed would carry 
you if it had already been changed. Many 
accidents, and serious ones, have resulted 
from a driver attempting to rush a hill “on 
high,” getting half way up and having the 
speed of the engine so reduced that when he 
came to shift into low it w y as too late; the 
engine would not accelerate sufficiently to 
carry the car up on low, and possibly the 
brakes were not working just as they should, 
the result being that the car would back 
down the hill faster and faster, until it final¬ 
ly landed in the ditch. Backing down hill 
with brakes is a task for a skillful and 
experienced driver and even he cannot guar¬ 
antee a good job. It is a most confusing sit¬ 
uation and requires instant good judgment. 

The secret of successful hill climbing is 
to at all times keep your engine running a 
little faster than its work requires it to 


run, i. e., keep it “ahead” of its work so 
that it is ready for extra duty without stall¬ 
ing at the critical moment. The foregoing 
does not mean that it is impossible to climb 
many hills “on high,” but it is best not to 
try until you are sure of yourself and of 
your ability to get into second, or even 
first if necessary, halfway up the hill, and 
also to determine from the sound of the 
engine whether it is “working hard.” If 
you must go into a lower gear on a hill, shift 
with a quick, firm movement and take care 
not to let the momentum of your car be 
reduced any more than is absolutely neces¬ 
sary. Every second that you have the 
clutch disengaged on a hill for gear shifting, 
counts, as the car slows down at a very 
surprising rate. 

If in climbing a bill on “third,” the 

engine has been stalled before reaching the 
top, it may require considerable skill to 
start from your standing position on the in¬ 
cline. Immediately upon finding yourself in 
such a predicament, apply the emergency 
brake with all your strength and be sure 
that the brake ratchet catches, then throw 
the gear shifting lever into neutral. After 
starting the engine again, push out the clutch 
(leave the hand brake still on), push the 
gear lever into first speed and slightly race 
the engine (the only time it is permissible, 
excepting when in a mud hole or the like)— 
take hold of the hand brake and keep the 
engine speeded until the brake has been 
entirely released, the clutch entirely en¬ 
gaged, and a safe start has once more been 


492 


DYKE’S INSTRUCTION NUMBER THIRTY-FOUR. 


made up the hill. Experience is the best 
possible teacher where there is a considerable 
amount of hill work to do. 

Learn to drive your car by ear. Learn 
what the different little sounds that vary 
under different running conditions mean. If 
the speed of your engine has been so re¬ 
duced by running through a heavy stretch 
of sand, that you can almost count the 
explosions and at each impulse you feel the 
whole car jar, you can rest assured it is high 
time you went into a lower gear and let 
your engine do the hard work a little more 
advantageously. No matter what the power 
of your car; hills, sand and hard work have 
to be met very much the same way. Re¬ 
member, keep the engine ahead of its work 
and at the same time do not “race” it 
unnecessarily. 

*In descending a long hill it is possible, 
even advisable to use the engine as a brake, 

and if the hill is not too steep, the descent 

Points to Remember 

Starting by hand: This sounds ancient, 
but no doubt there are many of the older 
models of cars with hand starters still in 
use, therefore as a matter of “ informa¬ 
tion’’ we will devote a few lines to the sub¬ 
ject. 

Grasp the starting handle as shown in 
fig. 13, chart 212; that is with the thumb 
on the same side of the handle as the 
palm. Never bear down on the crank. 
You may do it safely many times, but you 
incur the risk of a kickback; so don’t do it. 

Cranking is not an art, but simply a 

“knack.” You will realize this better after 
you have seen some one physically much 
weaker than yourself start an engine 
that you seemed totally unable to throw 

over by main force. Get the fly wheel 

to rocking to and fro, until with a 
last, powerful acceleration the piston is 

-carried over its compression by the momen¬ 
tum of the fly wheel as well as by the pull 
of your arm. A new engine always turns 
over somewhat stiffly, because all bearings 
are closely fitted, to insure long life. After 
a little while, it will “loosen up.” 

If it does not start on the first upward pull, 
because the cylinder walls are still cool, or be¬ 
cause the first and incomplete suction stroke has 
not brought sufficient gas from the carburetor 
into the cylinders, repeat the operation once or 
twice and the engine will start at a lively pace; 
otherwise see “Digest of Troubles.” 

Control of the speed of engine: (See page 
67 and chart 213.) The throttle lever con¬ 
nects to the throttle on the carburetor. By 
opening the throttle lever, more gas is per¬ 
mitted to enter the cylinder and consequent¬ 
ly more speed. 

To increase the speed of an engine, the 
usual procedure is to open throttle and as 
the throttle is advanced, gradually advance 
the spark. 

To decrease speed, retard spark and throt¬ 
tle. When the spark lever is moved, on 


can be made without resorting to the use of 
the rear wheel brakes. To accomplish this, 
shift into first or low gear, close the throttle 
and leaving the gears and clutch engaged, 
open the ignition switch to stop the engine 
from firing. As the car coasts the rear 
wheels will be forced to turn the engine over 
against compresson in the cylinders, hence 
tho braking effect. By opening the throttle 
the resistance is still further increased. The 
maximum of resistance and the best control 
on a dangerously steep hill may be obtained 
by shifting into first, switching off of the 
ignition, and applying the brakes at inter¬ 
vals. Just before reaching the bottom of 
the hill, with the car still moving at a fair 
pace, close the ignition switch and the en¬ 
gine will start firing again. 

On a long descent, when you find it neces¬ 
sary to use the brakes, apply the hand and 
foot brakes alternately, to avoid burning 
out the brake linings. 

in Operating a Car. 

the steering w T heel, it in turn moves the 
timing device, or commutator, or contact 
breaker; either advancing it so that it will 
make contact early, or retarding it so that 
it will make contact late. It is possible to 
often times govern the speed of an auto¬ 
mobile when a small amount of gas is being 
used, by advancing or retarding the spark. 
In “advancing,” the speed is increased and 
in “retarding,” the speed is decreased. 

The Accelerator. 

I here is another pedal which also per¬ 
forms some of the functions which so far 
have been taken care of by the hand throt¬ 
tle lever, and this other‘pedal is the so- 
callec 1 . “foot throttle or accelerator.” It is 
located in the neighborhood of the right 
foot. Pressing it down opens the throttle 
and a spring tends to close it as soon as the 
pressure against it is discontinued, as illus¬ 
trated on page 154, and fig. 23, page 497. 

The hand throttle lever and the accelera¬ 
tor are inter-connected. See fig. 4, page 
154. Advancing or retarding the hand 
throttle lever will move the accelerator 
down or up. But pressing the accelerator 
will not actuate the hand throttle lever. It 
is therefore possible to set the hand throttle 
lever for any desired minimum speed and to 
this minimum speed the foot throttle, or ac¬ 
celerator will conform. For instance, should 
you first set the hand throttle so that the 
car would proceed at the rate of, say, twen¬ 
ty miles an hour, and then use only the ac¬ 
celerator, the latter will not close the throt¬ 
tle below the mark for which the hand throt¬ 
tle is set. 

. In operating the car it is possible to use 
either. Using the accelerator gives greater 
freedom to the operator’s hands. The hand 
throttle lever is used in starting, and in 
touring as an occasional relief, to rest the 
foot at times when the car is run considera¬ 
ble distances without material changes in its 
speed (see chart 213). 


*In other words the car will run the engine and owing to the fact that you are in low the gear 

f 6 Car has e 0Dg i e * •/ . the , lever . to get an idea of what this means; jack up 
the hind end of your car sometime and put it in low; then try to turn the rear wheels P 


OPERATING A CAR. 


493 


♦Importance 

The clutch of an automobile is a device 
by means of which the power of the engine 
and the driving mechanism may be con¬ 
nected or disconnected at the will of the 
driver. This particular part is probably 
used more than any other part of the car, 
and a careful study of its purpose and 
principle is advised. Though the device 
is simple and its use plain at first glance, 
the clutch, nevertheless, lends itself to a 
number of skillful uses in the hands of the 
experienced driver. Remember to always 
“throw out” clutch before changing gears, 
see chart 210, and pages 37 to 44. 

When the clutch is “let in,” or en¬ 
gaged, this should at all times be done 
smoothly and so gradually that the motion 
of the engine shaft is transmitted to the 
drive shaft without jarring. 

A suddenly let-in clutch will do one of 
two things; either rack the mechanism of 
the entire car, or stall t'he engine. With a 
little practice the left foot may be schooled 


of the Clutch. 

to let the clutch in quickly, yet gently and 
smoothly. 

When you meet a stretch of road covered 
with sharp, broken stones, it is an excel¬ 
lent plan to speed your car a little before 
you reach the stones and then disengage 
your clutch, permitting your car to coast 
over the bad spot. By shutting off the 
driving power you protect your tires against 
a very destructive action, termed the 
“traction” which otherwise would be set 
up between the sharp stones and the tires, 

When reversing, remember to bring the 
rear wheels to a dead stop before letting 
the clutch in. Complete familiarity with 
the motions of going from one speed to 
another and back again should also be ac¬ 
quired before attempting to run on the open 
road, see pages 51 and 488. 

When the control of the engine and 
change speed gear is well understood, the 
first run on the road may be made, but 
first study the rules of the road (page 502). 


Instructions on 



Fig. 4.—Correct and incorrect positions in 
driving: 1—Fierce grip, a bad method; 2-—Cor¬ 
rect hold for forward movement; 3—Finish of 
forward movement; 4—Alternative grip suitable 
for many gears; 5—Awkward hold of wheel; 
6—Proper and comfortable hold; 7—Wrong foot 
position; 8—Nervous, uncomfortable position; 
9 — Careless, lounging position ; 10 — Correct 

“seat.” (Popular Mechanics.) 

fPointers on 

When taking your position in the car, 
place the speed gear lever in the “neutral” 
position, release the brakes, “throw out” 
the clutch. Practice pressing the clutch 
pedal and releasing it, until the feel of it 
L understood, (see fig. 1, chart 210). 

The clutch pedal should be depressed 
sharply, and released slowly, which throws 
out the clutch quickly, and throws it in 
slowly. Do this a number of times, until 
it becomes natural and well understood. 

Speed up the engine slightly, throw the 
clutch out, and move the control lever 
forward to the notch that indicates the 
slow or first speed. 


$ 

Steering a Car. 

The positions to assume in steering or 
driving a car are shown in fig. 4. A very 
slight movement of the steering wheel or 
lever is sufficient to turn the car, and too 
sudden a turn may cause an upset. 

Select a straight road, as wide as pos¬ 
sible, and with the engine running slowly, 
throw in the low speed. The car will move 
forward slowty, and it will then be neces¬ 
sary to steer. The first inclination will be 
to grip the wheel as tightly as possible, but 
after a little running a light grip will be 
found sufficient. At this stage it-'ds neces¬ 
sary to learn self-control first and not to get 
rattled. 

If the car begins to run off the road, or 
into an obstruction, throw out the clutch 
and apply the foot brake so that it comes 
to a standstill. When the excitement has 
died down, try again, and it will not be 
long before steering comes easily. 

There is no time lost between the turn¬ 
ing of the steering wheel and the turning 
of the car; when taking a corner do not 
move the wheel until the car is at the 
point where turning is necessary. 

Changing Gears. 

Always let the clutch in slowly. The 
clutch must be permitted to take hold grad¬ 
ually—let it slip a little at first, to pick up 
more and more of the load, so that finally 
it turns the wheels steadily. When the 
clutch has taken firm hold, throw it out, 
and move the control lever back to the 
neutral position. 

These motions should be gone through a 
number of times, until familiarity with it 
makes the gears and clutch go in and out 
of engagement smoothly. 

Get the wheels going on low speed, and 
then move the control lever to the inter- 


tBy referring back to instruction No. 6, on pages 48 and 51, additional pointers and information 
can be obtained; see also page 488. See also, foot note page 662. 

*Learn to drive by throttling the engine instead of constantly throwing clutch out. The average 
driver uses the clutch about twice as much as he should. 


494 


DYKE’S INSTRUCTION NUMBER THIRTY-FOUR. 


mediate or second speed. Always throw 
clutch out with foot pedal before changing 
speeds. 

When the change from low to second 
speed is well understood, and can be per¬ 
formed smoothly, move from second to high, 
increasing the speed of the engine sufficient¬ 
ly, and being sure to first throw out the 
clutch. *If the gears do not go into mesh 
easily, but grind and growl, try it over 
again, coming back to low speed first. Never 
try to force them, but make the change 
quickly. 

When r unni ng fast, never suddenly make 
a change from high to a lower speed. This 

change must be made when car has slowed 
down and it is evident that the engine 
will not pull the grade on the high speed. 
The gears, however, can be changed from 
first to second and second to high when 
engine is running moderately fast. 

The usual plan is to start the car off 
on low speed, then after car is in motion, 
change to second, and when car is well 
under way, then to high speed. 


The low speed and second speed are used 
principally for starting a car off and for 
climbing hills most of the running being 
on high speed. 

When running on low and second speed, 
the engine speed should be as low as pos¬ 
sible, to keep it from overheating. 

A car is usually run on high speed, be¬ 
cause then the engine is running slowly in 
relation to the speed of the car. 

The best driver gets the greatest distance 
with the fewest revolutions of the engine, 

which means less wear, and less fuel and 
oil. 

The lower speeds are principally neces¬ 
sary for hill climbing, for which the engine 
must have more pull or better leverage on 
the wheels to take the car up. 

As the car ascends the hill, the engine 
will begin to slow down as it feels the load. 
Betard the spark gradually, giving more 
gas to keep engine working smoothly, but 
when it slows down and shows signs of dis¬ 
tress, it is time to change to second speed. 


Coasting. 


Coasting mountain roads. Wheneyer you 
approach a long and steep grade, it is best 
to shut the throttle, switch off the igni¬ 
tion, put your gear speed lever into first 
speed and allow the car to run the engine.! 

This is better than using the brakes. As it 
gives you absolute control of the car at all 
times. 

If the grade is long and steep, use the 
foot and emergency brakes alternately. 
This equalizes the wear on them. 

While the speed of the car in going down 
hill may be kept under control by the 


brakes; the engine can also be used as a 
brake. The engine is then being driven by 
the forward movement of the car. The 
effect is to convert it into an air compressor, 
and the resistance it will present will keep 
the car in check on all but the steepest hills. 

This "will also have a cooling effect on the 
engine and save the brakes, which on a long 
hill are liable to be burned and ruined. 

The switch should be turned on again, how¬ 
ever, before the bottom of the hill is 
reached so that the engine will start to 
run again under its own power. 


How to use the Brakes. 


When the brakes are suddenly applied 
with full force to the wheels of a car speed¬ 
ing along at the rate of say, thirty miles 
an hour, the braking action will be so 
powerful as to stop immediately the rota¬ 
tion of the driving wheels—but the car will 
not come to an immediate standstill; its 
momentum will send it forward and the 
locked rear wheels will slide over the ground 
with most destructive effect on the tires. 

When you consider that in railroad prac¬ 
tice the so-called “flat wheel ’’ is produced 
by too sudden braking, you will be able to 
appreciate the effect which a similar prac¬ 
tice must have on the soft rubber tires of 
an automobile. 

Bear in mind, therefore, that the best 
method of using the brakes is that which 
applies pressure on them so gradually that 
the forward movement of the car and the 
rotation of the wheels come to a stop to¬ 
gether. See pages 492, 28 and 29. 

Nothing is more severe on a car than the 
spectacular stopping often indulged in, by 


ignorant drivers, in an effort to “show off “ 

The careful driver shuts his power off 
before he reaches the stopping point and 
permits the car to carry him along on its 
momentum, bringing it with a gradual ap¬ 
plication of the brakes, to a halt at the 
exact spot. 

Although the foot or service brake may 
be used to slow the car down while the 
clutch is in engagement, it is poor practice 
to do so and would burn the brake lining. 

Whenever it becomes necessary to slow 
down, release the clutch first; that alone 
will have an immediate slowing-down effect 
on the movement of the car, \because it 
disconnects the power. If additional check¬ 
ing is needed, apply the foot-brake or, for 
a quick stop, the foot and emergency brakes 
together. To make it plain the clutch pedal 
goes down first, the brake pedal next. 

If a full stop is not desired, merely a 
temporary slackening of the speed, release 
the brake pedal first, then let clutch pedal 


*See charts 211 and 212 and study the change of gears and operation of the selector lever. 

tNote: This plan is used only in an emergency. The pistons have a tendency to draw gasoline 
into cylinders which works down into crank case and thins the lubricating oil. 


OPERATING A CAR. 


495 


come up. If you did the reverse, the engine 
would be. compelled to pull against the 
brake, with consequent rapid wearing down 
of the brake lining. (See also “brake ad¬ 
justments, ” in the repair subject.) 

No motorist is qualified to give his car 
the best care until he has mastered the con¬ 
trol of the gears and of the brakes. 

Slipping brakes are usually caused by oil 
working out the rear axle onto brake lining. 

If the Brakes Fail. 

If the engine stops while descending a 
hill, the brakes should be thrown on at 
once to keep the car under control. If 
poor adjustment of the brakes renders them 

^Stopping 

Stopping a car on an up grade and start¬ 
ing again requires skill, for the brakes 
must be withdrawn and the clutch let in 
at the same instant with one movement. 

Until this skill comes through experience, 
the best thing to do when this is necessary 
is to block the wheels with stones or pieces 
of wood. 

The beginners’ idea of stopping is to 
throw off the power and put on the brakes. 
While this will of course, produce the de¬ 
sired effect, it is not correct, for it would 
rack the car and damage the'tires. The 
car is heavy, and when moving tends to 
keep on moving, so that its stops must be 
gradual. 

To stop, first retard the spark and throttle, 
to keep the engine from racing when re¬ 
lieved of the load. Make up your mind just 
where the car is to stop, and throw out the 
clutch a sufficient distance ahead, for the 
car to come to a stand of its own accord. 

Brakes should be applied suddenly only 
when it is absolutely necessary, for they 
are powerful enough to lock the wheels ai/d 
make the car slide. Sliding grinds the 
tires and means their quick ruin. The 
flashy driver, who brings his car to a sud- 

**Wben the 

Although the driver feels helpless at first, 
a little experience will soon give him confi¬ 
dence. Most skids can be corrected bv the 
manipulation of the steering and brakes. 

An expert driver can keep his car straight 
under almost any conditions, but it is im¬ 
possible to explain just how he does it. 
Usually the rear end skids first, and in the 
right hand direction, this being caused by 
the crown of the road. Under such condi¬ 
tions, the skidding action will be aggravated 
if the brakes are applied, and the car may 
be ditched or continue to skid until it hits 
the curb. 

The correct action in an Emergency of 
this kind is let up on the accelerator pedal 
to shut off the power; but not entirely so, 
or it will have the same effect as putting 
on the brake. If the car seems to right 
itself, the power may be applied gradually 


insufficient for this, then place gears in 
low speed, this will tend to check the car. 
It is then a matter of steering the car to 
best advantage. If ascending a hill and 
engine stops and brakes fail, try putting 
gears in reverse. This will then turn the 
engine in right direction and ought to start 
it. It may be possible to steer it—owing to 
its extremely slow speed—off the road into 
a bank or other obstruction that will stop the 
car without much damage to it or its occu¬ 
pants. 

Situations such as this require a cool 
head and steady hand, and the more ex¬ 
perience in operating the driver has, the 
greater are the chances for handling it in 
the right way. 

a Car. 

den stop, is piling up a big repair bill. 

When the brakes are to be applied, pres¬ 
sure should be brought on them gently at 
first, being increased gradually so that the 
car slows down gently. 

It is easy to learn to estimate the dis¬ 
tance at which a car will come to a stop 
when the clutch is thrown out, so that the 
coasting of the car may be utilized in slow¬ 
ing and stopping it. 

When stopping, get into the habit of re¬ 
tarding the spark and throttling the mix¬ 
ture. By opening throttle just before shut¬ 
ting down the engine (with clutch out) start¬ 
ing the next time will be easier, as you are 
filling cylinders with gas. 

If only a short stop is to be made, the 
engine may be kept running at its slowest 
speed, called “idling,” but if the stop is 
to be for some time, cut off the ignition. 

For a quick emergency stop, bear down 
on your foot clutch and foot brake pedal, 
at the same time pull back on the emergency 
brake, chart 210, fig. 1. The foot brake 
pedal (called the running brake) will do 
for all ordinary purposes and the emergency 
is used only when a quick stop is desired. 

Car Skids. 

and it will be advisable to steer for the 
center of the road again. However, if the 
car continues to skid sideways, steer for 
the center of the road, applying the power 
gently. This will aggravate the skid for 
the moment but will leave you \fith the 
front wheels in the center of the road and 
the car pointing at an angle. By so doing, 
you can mount to the crown of the road 
again and the momentum of the car will 
take the rear wheels out of the ditch on 
the right hand side. It is customary to 
advise turning the front wheels in the di¬ 
rection that the car is skidding, in order to 
correct the action, but this can hardly be 
said to be true in all cases, it holds good 
where there is unlimited side room, but usu¬ 
ally the car hits the curb or is in the ditch, 
before you can straighten it out with the 
steering wheel. 


*See also page 489. **See page 551. 


496 


DYKE’S INSTRUCTION NUMBER THIRTY-FOUR. 


Spark and Throttle Lever Movements. 


The spark and throttle lever used on most cars, move up to open 
throttle and advance the time of spark—as in fig. 1. 



Throttle 

Sp4rk 


NO I- UP - TO OPfN AND 



Thrctti* 

SptrK 


NO. 2-DOWN-70 OPEtj A HO 
A 0\!AMC£ 


Some of the cars using the up movement are: Jeffery, Overland, 
Studebaker, Saxon, Paige, Regal, National. Pullman, Moon, Westcott, Oak¬ 
land, Olds, Allen, Hupmobile, King, Mitchell, Chalmers and Hudson. 

Some few cars use the down movement as in fig. 2: Haynes, Buick, 
Maxwell, Chevrolet, Ford. 

Dodge, Marmon and Cadillac the levers are arranged differently, but 
principle is the same. 

The Packard spark lever moves from the left, up, to advance, and the 
throttle from the right up, to open. 

The Pierce spark and throttle lever movement is shown in fig. 10. 

White spark lever moves down to advance. Throttle moves up to open. 

Locomobile spark lever (51, page 500) ; when pulled as far back as it 
will go is fully retarded. When pushed forward, it is advanced. For 
driving between 15 to 45 miles advance the spark % advance, below that 
speed retard to V 2 advance. Above 45 miles, full advance, (see also 
page 497.) 

Franklin has but one lever (throttle) which moves up to open. The 
automatic advance of spark takes care of the spark advance. See page 249. 

Where automatic spark advance is used, the spark lever is usually 
advanced % of the way and the automatic advance takes care of further 
advance, at higher speed it is advanced full. Where automatic advance is 
used sometimes, there is no hand spark lever at all. 

Accelerator: After engine is started, the throttle lever is opened just 
enough to keep engine from stalling and variation of speeds is made with 
the accelerator (see page 497, 154, 492). The spark advance is about 2/3 
advanced. 


SPARK 


Thrcjtt 



dodge: - up -to 
open £• advance 



MARMON-UP-to open advance 



Cadillac spark and throttle move from 
left to right to advance. 



Fig. 10. Spark and throttle lever ar¬ 
rangement as used on the Pierce-Arrow, 
See page 500. Dotted lines show positions 
of spark and throttle levers in various run¬ 
ning conditions. 

Ignition timing; C4—set magneto fully 
retarded, piston 1" after top; battery ig¬ 
nition; set breaker box %" from full retard 
and piston on top. B4—set magneto re¬ 
tarded, piston after top; battery igni¬ 

tion same as 04. A4—set magneto retarded, 
piston 1 %" after top; battery ignition 
from full retard with piston V\" after top. 

Firing order, 1, 5, 3, 6, 2, 4. (see page 
349 for electric system). 





PI(C. 6—. Poaltlon of 
■ park and. throttle 
lever*, when motor la 
running Idle. 




Chevrolet gear shift; LR—left rear; 

RR—right rear; LF—left forward. 


RF—right forward; 


CHART NO. 21,3—Spark and Throttle Levers. 

See page 499 “ Willys-Knight; ”—this illustration gives the average position of levers for different speeds. 














































































































OPERATING A CAR. 


497 


Fig. 23—Locomo¬ 
bile steering column 
showing accelerator 
pedal connection, etc. 



Spirk Control 
Le*er 


Throttle 

Control 

Le?er 


Combinttion 

Switch 


Fig. 2J Steering Column-LodowOBiLE 


Gear Shift 
Lever 


Clutch Pedal 


1— Steering wheel 15- 

2— Spark advance lever 

3— Hand throttle lever 16- 

4— Air adjusting collar 17- 

7— Accelerator pedal 18- 

8— Outer casing 

9— Steering shaft 19- 

10— Quadrant bracket 

tube 20— 

11— Throttle tube 

12— Spark advance tube 21— 

13— Steering column 

bracket 22—' 

14— Adjusting ring for 

roller bearings 23- 


Chalmers gear shift, is S. A. E 
standard; fig. 1, page 490. 


Lock ring for No. 
14. 

•Steering worm 
•Worm wheel 
•Spark advance 
mechanism 
Hand throttle 
mechanism 
Steering worm 
housing 

Carburetor air ad¬ 
justing rod 
Grease plug worm 
gear housing 
Inlet pipe to cyl¬ 
inders 


Emergency 
Hand Brake 
Lever 



Ammeter 


Instrument 

Light 


Speedometer 


Carburetor 

Strangler 

Bulton 


. Oil Sight 
Feed 


Starting 


Switch 

Button 


Brake Pedal 


Accelerator 

Pjrdal 


Foot Real 


Overland dash and control units—It is prac¬ 
tically the same on all Overland cars—except 
model 90 and Country Club models, which have 
“ball” gear shift, whereas others have the 
“gate” type per page 49, fig. 2. See page 49 
for gear shift movement; page 358 for electric 
system. Also page 254 for thermostat of igni¬ 
tion system. See page 677 for “Overland 4.” 


three speed 



HAND BRAKE 
LEVEW 



THROTTLE LEVER, 

OIL S*GHT FEED - 

STEERING 

WHEEL 

SPARK LEVER - 

carburetor 
AIR REGULATOR 



ACCELERATOR 

PEDAl 

BRAKE PEDAL . 




TAIL AhO 
" COWL LAMP 

- SMALL HEADLIGHTS 

- LARGE HEADLIGHTS 

- IGNITION 


- AMMETER 
-COWL LAMP 

■ speedometer 


BUICK 


-8RAKE LEVER 


- CONTROL LEVER 


-STARTING PtOAL 


CHART NO. 214—Gear Shift Movements and Instrument Arrangement on Dash of Some of the 
Leading 1917-18 Cars. 

Note: The late model Buick cars use a slightly different switch arrangement, which consist of two levers; one 
for ignition, the other for the lights. There is also an oil gauge on the cowl board. Otherwise, gear shift etc. is 
the same. Hudson model “O” uses two switch levers instead of buttons; left lever “ignition"; right for lights. 
Vacuum pump is to prime vacuum tank if empty. See index for Hudson carburetor etc. 
































































































































































































498 

FRANKLIN 


RMMETLR 
O/L CHC/6E 
/HSTROMEHT L EMP 

gear shjet/hg 


ELECTRIC LIGHTswitch 


LIGHTING 


lamp oil tktmy iGNincw 


SWITCH LOCK 

IIZHITIOM SWITCH 
CHRBURE TOR CHOKE <f 
r/ UTCH HEDHL 
roa T HR HE E EED*L 


SREEOOMETER 

nrcE{£RHTOR 

HA'HO ERR EE 
LEVER 

strrter 

SWITCH . 


ERRRELEVER 

pORHBUTTOH I 

THROTTLE . 


SPEEDOMETER 


ITU? NEEDLE YALV! 


OLDSMOMLE 


LAMP 


AMMETER 


SPEEDOMETER 


LliMtUn, 

oooorr 


OAKLAND 
MODEL 3-IB 


OIL PRIMER 


LIGHTING & IGNITION 


IGNITION 


IGNITION 


LAMP 


LIGHTING 


LIGHTS 


f carburetor 
air valve 
hand wheel. 


ttUPMOMI 


GASOLINE 

HA.ND 

PRESSURE 

pump — 


STEERING 

COLUMN- 


PRIMER 


ODOMCTCP SPEEDOMETER 


^''0 nit's 

fTTTTTm 


PACKARD 

1916 

steering column 


Electric control on 


PIERCE 


LIGHTING 


STARTING AIR PUMP 


•STEERING 

COLUMN 


IGNITION 


LIGHTING 


LAMP 


ICN1TION 


BATTERY 


STEERING 

CuLUMN 


AMMETER 


PRIMTR 


PA1GL 


SPEEDOMETER 


STTERINC 

COLUMN 


GASOLINE 


LAMP 


CARBURETER 
AIR CONTROL 




< <*!£« Y\V 

* SjSfc ^ ' 

Packard “3-25 <& 3-35’’ instrument board 
and controls, and change speed position. 


OOOO O 

& 0 <* 


SPEEDOMETER 


ion 6 lighting Ammeter 


HUDSON 1915 


CHABT NO. 21.5—Dash Board Instruments on So mo of the 1915 to 1917 Leading Cars. See paget 

544 to 546 ‘ ‘Specifications of Leading Cars,” for the Different Electric Systems, Carburetors, etc. usee 
on Leading 1920 Cars. 

Reason for showing older model car controls is due to the fact that most of the cars being repaired and resold ar 
without instruction books. The later models vary but slightly in many instances. 































































































































































































OPERATING A CAR. 


499 


1— Spark Control. 

2— r-Horn. 

3— Ham) Throttle* 

4.—Oil Pressure Gun 


COLE 


20 


19- 


16 



SPARK 

lever 

HORN 
BUTTON 

STERRING 

WHEEL RIM 
— THROTTLE? 


STERRING WHEEL 
SPIDER 




© 


6— Headlight Dimmer Button, 
ti—Pash and Emergency Light. 

7— Headlight Button. / 

8— Dash and Tail Light Button. 

9— Battery Button. 

10— Magneto Button. 

11— Ammeter. 

12— Speedometer. 

13— Choker for Starting. 

14— Foot Brake Pedal. 

15— Motor Starting Button. 

10— Foot Throttle. 

17— Emergency Brake. 

18— Clutch Pedal. 

19— Gear Shift Lever. 

20— Carburetor Adjustment Lever. 


DASH 

LIGHT 

UGMTIN 6 

SWITCH 


SPEfaQMETER 


KTHITiOK 
1 SWITCH 



HUP- 

MOBILE 


BRAKE LEVER 


GEAR 
SHIFT LEVER 


•STARTER 

PEDAL 


BRAKE PEDAL 

TRANSMISSION 
OIL HOLE 

ACCELERATOR 

PEDAL 


MORN 
BUTTON-— 



SPARK LEVER 

THROTTLE LEVER 


CLUTCH 

PEDAL 


5 TUDLBAKER 



CARBURETOR 
adjust merer 

SHAKE PEDAL 



1 Spark leper 

2 Horn initton 

S Throttle level 

t Priming button 

S Carburetor a/lj» ttment 

•1 ion it i>>n switch 

7 Circuit breaker indicator 
A Lamp switche* 

9 Speedometer 

10 Clutch pedal 
n Brake pedal 
12 Starter button 

10 Muffler cut out—on floor 

14 Hear shift lever 

15 Emergency brake Ici er 

16 Foot accelerator button 








— fc'MFRGENCV DRAKE LEVER 
CONTROL lEVE"W 
-ACCELERATOR 





HAYNES 




i* 



THROSTLE/ 
LEVER, 



Marmon 


GAUGE 


SPEEDOMETER 



^L 


EMERGENCY 

BRAKE 


BRAKE 



Willys-Knight 4 and 8, Willvs 6, and 
Overland gear shift—see page 490, 
fig. 1. See pages 358 and 497 for 
switch connections which is practi¬ 
cally same on all. 



THE W ILLYS-KNIGHT EIGHT 
FIG. 4.—Spark and Throttle Control Lever 
IA—Spark Control Lever fully advanced (for running position) 
IB Spark Control Lever in position for hand cranking 
1C Spark Control Lever in position for use of Electric Starter 
2A-—Throttle Control Lever closed (idling position) 

2B—Throttle Control Lever in position for cranking 
2D—Throttle Control Lever open 


CHART NO. 210— Gear Shift and Instrument Arrangement of Leading 1917-1918 Cars. 

See page 133 for Cadillac; page 204 for Studebaker Chassis and page 368 for Studebaker Electric System, 
referring to index for name of car, various gear shifts, etc. can be located. 


By 



































































































































































500 


DYKE’S INSTRUCTION NUMBER THIRTY-FOUR. 



W —Plunger for priming. 

X —Starting switch (lock 
above). 

Y—Starting switch handle. 


Z —Clutch pedal. 
A-l-Accelerator pedal. 
B-l-Brake pedal. 


*Pierce-Arrow Dasli and Control Units. 

A—Gasoline regulator on column. 

B—Steering wheel. 

C—Dimmer button. 

D—Klaxon horn button. 

E—Hand brake lever. 

F—Gear shifting lever, (see page 490.) 

G—Clock. 

H—Handle to operate ventilator (VL) on 
hood. 

I —Autometer or Odometer. 

J —Knob for setting tenths of a mile. 

K—Speedometer. 

L—Knob for setting odometer trip figure 
back to zero. 

M—Gasoline gauge. 

N—Dash lamp. 

O—Oil gauge. 

P—Ammeter. 

Q—Spark lever, (see page 496). 

R—Throttle lever. 

S—Left hand dash cabinet door. 

T—Lighting switch. 

U —Starting button. 

V—Hand pressure pump handle (arrow 
pointing to the right,—“off” position; 
arrow pointing to the left.—“vent” 
position). 


See page 349 for Pierce-Arrow electric system and page 496 for ignition timing and spark and throttle movement. 



Locomobile Dash and Control Units. 


37— Ignition switch. 48- 

38— Gasoline pressure gauge. 49- 

39— Dash light. 50- 

40— Speedometer and Clock. 51- 

41— Voltmeter. 52- 

42— Oil Gauge. 53- 

43— Locking switch 54- 

44— Hand pressure pump. 55- 

45— Starting button. 56- 

46— Panel light button. 57- 

47— Side and tail light button. 


-Head, tail light button. 
-Clutch pedal. 

-Brake Pedal 
-Accelerator pedal. 
-Carburetor adjustment. 
-Throttle lever. 

-Spark advance lever. 
-Gear shift lever. 

-Hand brake lever. 
-Dimming button. 


See page 362 for Loco electric system; page 542 for firing 
order; page 108 valve timing; page 496 spark lever movement. 


Fig. 21—Shows the Locomobile operating 
levers and fig. 22, the 4 speed “gate,” show¬ 
ing the movements of reverse, 1st, 2nd, 3rd 
and 4th speed—see page 490. 


FRONT 




Chandler. 

Fig. 23—Chandler Dash and Control units— 
the gear shift movement is the S. A. E. standard 
8 speed gear shift shown on page 490—which 
ia used by most of the manufacturers, see page 
642 for firing order. 



CHART NO. 217—Dash and Control Units of Pierce-Arrow, Locomobile and Chandler, 1917-18. 

*On the later model Pierce Arrow the switch (X and Y) are now two lever switches; ignition and lights; with 
starting button (U) mounted above the two levers and Klaxon horn button in top of steering column. Later 
models Locomobile and Chandler are practically the same as above. 




























































































































































INSTRUCTION No. 35. 501 

RULES OF THE ROAD: Pointers on Driving. Traffic Regulations. 

The driver of a car should be careful to observe the rules of the road, for damages are not so 

liable to be collected, if he can prove that he was where he should have been. 

Throughout the United States, the invariable rule is to keep to the right; in England it is just 
the opposite. 

The following is a fair example of traffic rules which may vary slightly, but practically repre¬ 
sent the rules in different large cities. 

*Street, Traffic and Parking Ordinances. 


DEFINITIONS. 

"Vehicle” includes animals that are led, ridden 
or driven and every horse-drawn or motor- 
driven conveyance except a street car. (Sec 
1294. Rev. Code, 1014)., 

"Driver” includes the rider and driver of a 
horse, the rider of bicycles and motorcycles and 
the operator of any other vehicle. (Sec. 1294 
R. C. 1914). 

“Congested district” consists of the following 
described streets, to-wit: Third Street be¬ 
tween Locust Street and Chestnut Street,- 
Fourth Street between Washington Avenue ar.d 
Chestnut Street. Broadway between Washing¬ 
ton Avenue and Market Street. .Sixth Street 
between Washington Avenue and Market Street. 
Seventh Street between Washington Avenue and« 
Market Street. Eighth Street between Wash¬ 
ington Avenue and Market Street. Ninth Street 
between Washington Avenue and Pine Street. 
Tenth Street between Washington Avenue and 
Pine Street. Market Street between Fourth 
Street and Eighth Street. Chestnut Street be¬ 
tween Fourth Street and Ninth Street. Pine 
Street between Third Street and -Tenth Street. 
St. Charles Street between Fourth Street and 
Tenth Street. Olive Street between Third 
Street and Twelfth Street. Locust Street be¬ 
tween Third Street and Theresa Avenue. 
Washington Avenue between Fourth Street and 
Ninth Street. Grand Avenue between Lindell 
Boulevard and Morgan Street. (Sec. 1333 R. C 
1914). See map 

“Street” designates every highway and place 
used by or laid out for the use of vehicles. 
(Sec. 1294, R. C. 1914). 


Sidelights, or substitutes therefor, may be 
used with electric bulbs not stronger than 10 
candle power each, provided the condensed light 
is projected forward and if possible downward, 
below the level of the lamp, and provided the 
glass openings’ emitting light are etched or 
ground as required of headlights. (State Law, 
1917; and Sec. 1314a, R. C. 1914). Ground glass 
bulbs may be used Instead of having tlie glass 
opening etched, ground, etc 

Spotlights shall not be used on the public 
streets except in emergencies or when head¬ 
lights are inadequate owing to rain or fog and 
then only providing shaft of light is directed 
well downward and at no time into the eyes 
of other persons. Outside of the city, they 
may be used if. directed well downward 
and not into the eyes of other persons. (State 
Lave, 1917; and Sec. 1315, R. C. 1914). 

HOBSEDRAWN VEHICLES from one half hour 
after sunset to one half hour before sunrise 
during the months from October to March, in¬ 
clusive and from one hour after sunset to one 
hour before sunrise during the months from 
April to September, inclusive, shall carry at 
least one light showing white from the front 
and red from the rear, visible a distance <>f at 
least 300 feet. (Sec. 1308, R. C 1914). 

LIGHTS AND WARNINGS UPON EXTEN¬ 
SIONS shall be placed when nny part of the 
load projects more than five feet beyond the 
rear of the vehicle. Such extra light or warn¬ 
ing, must be placed at the extremity of the pro¬ 
jection and be visible from both sides and from 
the rear. (Sec. 1311 R. C. 1914 and penalty 
Sec. 1312, R. C. 1914) 


over north and south bound vehicles. (Sec. 1260,' 
R. C. 1914). Excepting where controlled by 
traffic regulations of a city, the driver of a 
vehicle approaching an Intersection cf highways 
shall yield the right-of-way to a vehicle ap¬ 
proaching on his right. (State Law, 1917). 

STOP BACK OF STREET CARS. The driver of 
every vehicle shall stop at the rear of any 
street car which has stopped to take on or 
let off passengers, and shall remain at a stand¬ 
still until such street car has resumed motion; 
provided that on streets in the congested dis¬ 
trict vehicles may pass street cars so stop¬ 
ping if they clear the running board, or lower 
step by six feet. (Sec. 1283, R. C. 1914). 

STOP BACK OF BUILDING LINE. When so 
signalled by traffic officer, vehicles shall stop 
back of building line, leaving the crossing 
clear for pedestrians. (Ord. No. 30174). 

VEHICLE LIKELY TO DELAY TRAFFIC. No 

one shall drive any vehicle In such condition 
or so loaded as to be likely to delay traffic 
or cause an accident. (Sec. 1285, R. C. 1911). 

(WIDTH OF VEHICLE AND LOAD. No person 
shall drive through the streets a vehicle the 
width of which, with Its load, shall exceed ten 
feet, except on permit from the Director of 
Streets and Sewers. (Sec. 1287, R. C. 1914). 

I.EFT SIDE TO CURB NOT PERMITTED. No 
vehicle shall stop with its left side to the curb. 
(Sec. 1289, R. C. 1914). See Special rules for 
One-Way Streets and Alleys for exception. 

STOPPING ALONGSIDE ANOTHER VEHICLE 
NOT PERMITTED. No vehicle shall stop 
abreast another vehicle lengthwise of a public 
street except In an emergency. (Sec. 1290, It. 
C. 1914). 

SLOW UP ON APPROACHING A PEDESTRIAN. 
Driver of a motor vehicle shall slow up on 
approaching a pedestrian who Is on the travel¬ 
led part of the roadway and signal audibly. 
(State Law, 1917, see Secs. 1276. and 1277 R. 
C, 1914). 

SLOW UP ON APPROACHING INTERSECTING 
HIGHWAY, CURVE OR CORNER. The driver 
of a motor vehicle on approaching an Inter¬ 
secting highway, curve or corner where his 
view Is obstructed shall slow up so as to readi¬ 
ly stop. (State Law. 1917 and see Secs. 1276, 1277 
and 1301, R. C. 1914). £ 

SAFETY ZONES. No vehicles shall cross or 
enter safety zones as designated by the signs. 
(See Secs. 787 to 789, R. C. 1914). 

TURNING. A vehicle wishing to cross from one 
side of the street to the other in a business 
district, except In the congested district, shall 
go to the next intersecting street before making 
the turn. (See Secs. 1271 and 1272, R. C. 1914, 
and Sec. 1334 Cong. Dlst). 

Vehicle turning into another street to the right- 
shall keep as near the right hand curb as 
possible. (Sec. 1269, R. C.. 1914). See Special 
Rules for One-Way Streets and Alleys for 
exception. 

Vehicle turning into another street to the left 
shall turn around the Intersection of the center 
lines of the two streets. (See. 1270 R. C. 1914). 
See Special Rules for One-Way" Streets and 
Alleys for exception. 

SIGNALS ON LEAVING CURB, SLOWING UP, 
STOPPING OR TURNING. The driver shall 
give an advance signal to those behind by hold¬ 
ing out the hand or by some approved signal¬ 
ling device, so as to indicate Intention to slow 
up. stop 8 or turn. In approaching •an inter¬ 
secting street where other vehicles are ap¬ 
proaching or where a traffic officer is located, 
the drivers of vehicles shall designate the di¬ 
rection in which they wish to proceed by signals 
or words. (Secs. 1273 and 1274, R. C. 1914). 

BACKING. The driver shall give ample warning 
to those behind by hand or by some approved 
signalling device before backing and constant 
cure shall bo exercised to avoid a collision 
while doing so. (Sec. 1275, R. C. 1914). 


“To park” means to stand or store any vehicle 
on a public highway when it Is not being 
loaded or unloaded. (Sec. 1294. R- C. 1914), 

AUTHORITY. 

Drivers shall at all times promptly obey alt 
reasonable directions of a police officer en¬ 
gaged in directing traffic as to stopping, start¬ 
ing, approaching or departing from any place; 
the manner of taking up or setting down 
passengers, loading or unloading goods in any 
place. (Sec. 12S8, R. C 1914 amended by Ord. 
.30174). 

LICENSE. 

STATE LICENSE PLATES shall be conspicuous¬ 
ly displayed and firmly fixed on the front 
and back of every motor vehicle, except motor 
cycles and motor tricycles, which shall display 
State License Plate permanently fastened to 
the back only (State Law, 1917) 

License plates shall be kept reasonably clean 
(State Law, 1917) 

LIGHTS. 

MOTOR VEHICLES while on the public high¬ 
ways, whether in operation or otherwise from 
a half hour after sunset to a half hour 
before sunrise, and when fog or other atmos¬ 
pheric conditions render the operation of 
vehicles dangerous to traffic, shall carry at 
the front at least two lighted lamps, not ex¬ 
ceeding 36 candle power each (except- that 
motorcycles shall carry one lighted lamp) 
showing white lights visible at least 500 feet 
ahead and revealing objects 150 feet ahead, 
adjusted and directed so that on level ground 
the main shaft of Ugb-t shall be projected 
straight forward, no portion of it being above 
the level of the lamp nor more than 42 inches 
above the ground. Electric headlights shall in 
addition, have their door glasses etched, 
ground or be so formed that the lighted 
filament shall appear blurred. (State Law, 1917; 
and See. 1314 R. C. 1914). 

Red light on Rear At all times when lights 
are required there shall be carried at the rear a 
lighted lamp exhibiting one red light, plainly 
visible for 500 feet towards the rear. (State 
Law, 1917; and Sec. 1315a, R. C. 1914). 


VEHICLE BEING TOWED shall have separately 
displayed thereon the lights required on vehi¬ 
cles of the class to which it belongs. (Sec. 1310 
and 1312, R. C. 1914). 

BICYCLES while on public highways, whether in 
operation or otherwise, at the times and under 
the conditions specified for MOTOR VEHI¬ 
CLES shall carry one lighted lamp showing a 
white light, visible at least 200 feet to the front, 
and also one red light or one red reflex mirror 
plainly visible from the rear. (State Law, 1917; 
and Sec. 1308, R. C. 1914). 

COLOR OF LIGHTS. No vehicle shall show any 
other than white light to the front and red 
light to the rear. (State Law, 1917; and Sec 
1308, R. C. 1914). 

RULES OF THE ROAD FOR 
VEHICLES. 

HOW TO DRIVE. All vehicles shall be driven 
in a careful manner, with due regard for the 
safety of other vehicles and persons. (Sec. 1301, 
R. C. 1914). 

RIGHTS OF VEHICLES. Two vehicles, which 
are passing each other in opposite directions, 
shall have the right of way, and no other 
vehicle to the rear of either of such two 
vehicles shall pass or attempt to pass such two 
vehicles. (State Law, 1917). 

OVERTAKING, MEETING AND PASSING. If 
overtaking another vehicle (except a street car), 
pass on.its left. (Sec. 1267, R. C. 1914). In 
meeting another vehicle, pass It to the right 
Keep to the right side of the street. (Secs. 1300 
and 12G6 R. C. 1914). 

VEHICLES TO PASS OTHER VEHICLES— 
HOW— EXCEPT STREET CARS. A vehicle 
overtaking another shall, in passing, keep to 
the left, and shall not pull over to the right 
until entii-ely clear of it, nor shall It leave the 
line on the right unless there is a dear way 
of at least one hundred feet in advance on the 
left.. (Sec. 1267. R. C. 1914). 

RIGHT OF WAY. Vehicles in the service of the 
Police and Fire Departments and United States 
Mail, underwriters’ salvage corps, emergency 
repair venicles of public utility companies, 
and ambulances, when in the course of their 
regular duty, shall have right-of-way over 
other vehicles. (Sec. 1278, R. C. 1914). East 
and west bound vehicles 'shall have right-of-way 


*St Louis Traffic Laws and Regulations as an Example. Compiled by Mr. J. F. O’Donnell. Atty., under direction 
of Mr. C. M. Talbert, Director of Streets, St. Louis, Mo. —continued on page 503. 


502 


DYKE’S INSTRUCTION NUMBER THIRTY-FIVE. 


Safety First—Read and Remember. 

The following is an advertisement in which Chicago manufacturers, public service cor¬ 
porations, financial institutions, insurance companies, firms and individuals co-operated. It 
speaks for itself. 

Don’ts for Drivers. 

Don’t approach street intersections 
at high speed. 

Don’t resent the traffic officer’s 
directions—he is doing his best to 
prevent accidents. 

Don’t overlook the rights of the 
pedestrian—his life' is just as im¬ 
portant as yours. 

Don’t fail to give signal with hand 
when turning or stopping. 

Don’t drive on the left side of 
street or cut corners. 

Don’t permit your chauffeur to 
speed. You are just as gu-ilty as he. 

Don’t use your big headlights— 
they blind other drivers and pedes¬ 
trians. 





Fig. 1—Cars gotug in oppo¬ 
site direction; keep well to the 
right. 


Fig 2—On approaching 
a circle; arrows point the 
way 


Fig. 3—Ono car passing another 
vehicle going in the same direction. 


. 


r. • 

-V 






- 



‘ 







* w* 





' • 


- 





pig. 4 —in turning corners with a car com 
\ng, use signal with your hand to indicate the 
direction you intend to go and for him to slow 
up. Always observe a central point O in the 
intersection of streets aud clear it when turn¬ 
ing. 


Fig. 6—The driver of a vehicle turning to the 
left from right hand side; should pass the centor 
of the street intersection before making a turn. 
In case he wishes to make a right Land turn 
he should hug curb as closely as possible. 




Fig. 7—Turning, go to the fax corner; then 
make a wide swiug to turn 


Fig. 6—In stopping, do not face car in wrong 
direction Stop with the right side of car to 
the curb 




r 



\ 


5—Stow 



v>CJ‘ : V'AV- 




. 

’ ' • y; .. 

t§ 

' 

- 

■) 


• 


m 


Fig. 8—Slow going vehicles; keep close to 

earb 


Fig. 8—How ia onto should tarn & ccrnor 


Don’ts for Pedestrians. 

Don’t cross streets before looking 
both ways. 

Don’t stand in traffic route when 
waiting for street car. Remain on 
sidewalk or in safety zone. 

Don’t cross street except at the 
regular crossing. 

Safety for Children. 

Don’t cross a street without first 
stopping and looking both ways. 

Don’t play in the stret, especially 
in one frequently used by auto¬ 
mobiles. 

Don’t steal rides by hanging on 
the back of wagons, trucks, auto¬ 
mobiles. 

Don’t throw a stone or other mis¬ 
sile at any vehicle. 

Don’t use roller skates or coast¬ 
ers on the streets. 

Don’t ride on the left side of the 
street and near the curb while 
riding a bicycle—stay on the right 
sid8. 

Don’t catch on to automobiles when 
riding bicycle. 



-SED- 




*cay 



'f is the rule in meny cities that when two vehicles approach a street intersection simultaneously, in the manner illustrated, the vehicle at the right, 
as indicated by the heavy lines, shall have the right of wey,regardless of tAe direction it is traveling 


Passing a street car at the left, a violation of 
the late 


It is the rule in many cities that when two vehicles ap¬ 
proach a street intersection simultaneously in the manner il¬ 
lustrated, the vehicle at the right, as indicated by the heavy 
lines, shall have the right of way regardless of the direction 
traveled. 



CHART NO. 218—Rules of the Road in Driving Straight Ahead, Passing and Turning. 


























































































































































































.STOP ON APPROACH OF FIRE APPARATUS. 
The driver of a vehicle, on approach of fire 
engine or fire apparatus, shall immediately 
draw up said vehicle as near as practicable to 
right hand curb, parallel thereto, and bring It 
to a standstill. Street cars shall immediately 
stop between Intersecting streets and keep 
stationary on the approach of fire engine or 
other fire apparatus (Secs. 1282 and 12S1, R. 
C\ 1914) 

VEHICLES TO KEEP NEAR RIGHT HAND 
CURB—EXCEPTIONS. All vehicles shall keep 
to the right and a3 near the curb as possible, 
except when passing vehicles ahead. (Sec. 1266 
It, C., 1914) 

TAXICABS AND OTHER VEHICLES REGU¬ 
LATED BY PERMITS shall comply strictly 
with the provisions set forth in their respective 
permits. (See Secs. 526 to 564 R. C., 1914.) 

NO ONE UNDER 16 YEARS OLD TO DRIVE. 
No one under sixteen years old shall drive any 
public, numbered, licensed or business vehicle 
on a public highway. (Sec. 1286, R. C. 1914) 

NO CHAUFFEUR UNDER 18 YEARS OLD. 
No certificate of registration of a chauffeur 
shall be issued to any person under eighteen 
years old. (State Law, 1917). 

KEEP TO RIGHT DRIVE ON DIVIDED PARK¬ 
WAY. On a street divided longitudinally by a 
parkway vehicles shall keep to the right of such 
subdivision. (Sec. 1268 R. C. 1914). 
VEHICLE8—STOP YVHERE—NEAR CURB. No 
vehicle, unless in an emergency, or to allow 
another vehicle or pedestriau to cross its path 
shall stop in any public street or highway, 
except near the right hand curb, and so as not 
to obstruct a crossing, and shall not stop or 
stand within the intersection of any streets. 
(Sec. 1292 R C 1914) See Reg. one-way 
streets. 

ACCIDENTS. In case of an accident due to the 
operation of any vehicle, the driver thereof 
shall stop and render such assistance as he 
can, give his name and address to the person 
injured or to any other persons who question 
him, and report the same immediately to the 
Police. (State Law, 1917). 

INTOXICATION. No person while under the 
influence of Intoxicating liquor shall drive any 
kind of vehicle op the public highways (State 
Law, 1917). 

PROCESSIONS. No vehicle shall be driven 
through a funeral procession except Police, Fire 
Department, Salvage Corps, emergency repair 
vehicles of public utility companies, United 
States Mail and ambulances, when on duty. 
(See. 1199, R. C. 1914). 

OBSTRUCTION BY' VEHICLES AND INTER¬ 
FERENCE WITH STREET CARS. No vehicle 
shall so stand on any street as to Interrupt 
or interfere' with the passage of street cars or 
other vehicles. (Sec. 1325, R. C. 1914; see Sec. 
1292, R C. 1914). This applies particularly to 
vehicles standing near the corner so as to in¬ 
terfere with street cars rounding curves. 

NO AUTOMOBILE SHALL BE LEFT UNAT¬ 
TENDED WITH MACHINERY IN MOTION. 
No automobile shall be left upon any street 
unattended while any portion of its machinery 
is in motion. (Sec. 1291, R. C. 1914). 
VEHICLES NOT TO OBSTRUCT MAIL BOXES. 
No vehicle shall be allowed to stand opposite 
a United States mail box so that convenient 
access thereto is obstructed. (Sec. 1326, It C 
1914). 

LENGTH OF TOW LINES. Any vehicle being 
towed shall be so connected as not to leave a 
distance of more than 12 feet between vehicles. 
GLASS ON STREET, ALLEY OR DRIVEWAY. 
No person, firm or corporation shall throw or 
place any glass upon any public street, alley or 
driveway. Penalty up to $100 for each offense. 
(Sec. 1208 and 1209. It. C. 1914). 

RULES OF THE ROAD FOR 
PEDESTRIANS. • 

OBSERVATION OF THE RULES. Pedestrians 
by observing the rules will facilitate the move¬ 
ment of traffic and minimize danger to them¬ 
selves. While they have the right to cross the 
roadway In safety, it is intended, primarily, 
for vehicular traffic. 

LOOK BEFORE STEPPING FROM THE CURB, 
first to the left and then to the right for 
vehicles. 

USE THE REGULAR CROSSING, and cross at 
right angles and not in the middle of the block 
or diagonally at intersections. 

STAND ON SIDEWALK WHEN WAITING FOR 
STREET CAR until the car approaches. 

OBEY TRAFFIC OFFICER’S SIGNALS AND 
COMMANDS. 

DON’T CROSS BEHIND STREET CARS. When 
alighting from street cars, be sure the way Is 
clear before crossing behind car. 


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CONGESTED DISTRICT. 

(8ee “Definitions” and Map for Boundary.) 

Between the hours of 7 A. M. and 7 P. M. the 
following regulations shall be enforced in the 
"Congested District.” (Sec. 1330, R. C 1914 
and Sec. 1333). 

NOT TO PARK LONGER THAN ONE HOUR. 
No vehicle shall remain continuously at the 
same place In the congested district for a 
longer period than one hour. Disabled vehicles 
and vehicles for public hire, operating under 
proper permit, are exempt. (Ord. No. .30400). 

VEH1CLE8 FOR ADVERTI8INO NOT TO 
STOP. Vehicles for display advertising or 
public inspection shall not stop within the 
congested district, except on direction of traffic 
officer or on approach of fire apparatus, and 
shall move at not less than three miles per 
hour. (Sec. 1330, R. C. 1914). 


SIGNS. 

"SAFETY ZONES.” (Sees. 787 to 789, R. C. 
1914). These signs arc placed to designate 
the space reserved for pedestrians waiting for 
street ears and through which vehicles must 
not be driven. 

“CONGESTED DISTRICT” signs are placed at 
all street corners within the congested district. 

“NO PARKING” signs are furnished and placed 
by the Department of Streets and Sewers on 
the curb to designate the ends of the space 
within which vehicles must not be parked, in 
accordance with the congested district regula¬ 
tions. (Sec 1335, R. C. 1914). 

"ONE-WAY TRAFFIC STREET." These signs 
are placed at each street corner on a one-way 
traffic street, designating the direction in 
which traffic must move. 


“NO PARKING” SPACES. The Director of 
Streets and Sewers is authorized to designate 
spaces on either side of any street where no 
vehicle shall stand for a longer period than Is 
necessary for the discharge or receipt of 
passengers or freight and not longer Ilian 
fifteen minutes while so engaged. These spaces 
shall be designated by official signs. It shall 
be unlawful for any person to place any sign 
designating any portion of a street as a place 
at which vehicles shall not be parked except 
the signs authorized as above (Sec. l.’KVJ, 
R. C. 1914). 

ENTRANCE TO PUBLIC BUILDINGS. No 

vehicle shall park before any entrance to a 
binding for a longer period than thirty 
minutes. (Sec. 1331, R. C. 1914). 

COMPLETE TURN AT INTERSECTION PRO¬ 
HIBITED. No vehicle shall make a complete 
turn so as to face in the opposite direction on 
any street in the congested district, but such 
vehicle, In order to turn around, shall be driven 
around the block. (Sec. 1334, R. C. 1914). 
Owner or driver may be misdemeanant, under 
this section. 

FIRE HYDRANT RESERVATION. No vehicle 
unattended shall be left standing at any time 
within 6 feet of a fire hydrant. (Sec 1330 (e) 
R. C. 1914). 

SPEED. 


“IN” or “OUT" signs are placed at entrance to 
one-way alleys in the downtown district, to 
designate the direction of traffic through the 
same. 

“SCHOOL ZONE” signs are placed on either side 
of and 100 ft. from school buildings as a warn¬ 
ing to drivers to use exceeding care for the 
protection of children crossing street. 

"ZONES OF QUIET” signs are placed in the 
neighborhood of hospitals and similar Institu¬ 
tions, where particular care Is to be exercised 
in preventing unnecessary noise. (Secs. 1196- 
1198, R. C. 1914). 

PEDESTRIAN LINES. At certain street cross¬ 
ings In the downtown district white ilne3 are 
marked on the roadway pavement, within which 
pedestrians are expected to stay when crossing 
the street. 

EQUIPMENT OF MOTOR 
VEHICLES. 

BRAKES. Adequate brakes must be provided 
and kept in good working order at all times 
(State Law, 1317). 


Vehicles on the public highways shall be driven 
in a careful manner and at such speed as not 
to endanger the safety or injure the property 
of anyone. (State Law, 1917; Sec. 1301, It. C. 
1914). 


WARNING SIGNALS. Every motor vehicle oper¬ 
ated on the public highway shall be equipped 
with a warning device capable of emitting a 
sound adequate In volume to give warning of 


TEN FEET BETWEEN VEHICLES AT CROSS¬ 
ING WHEN PEDESTRIAN ABOUT TO CROSS. 

No person in charge of a vehicle shall allow 
same to come within ten feet of any vehicle 
in front of him when approaching aud passing 
over a crossing when pedestrian is about to pass 
(Sec. 1276 K. C.. 1914). 

SPECIAL RULES FOR ONE WAY 
STREETS AND ALLEYS. 

Sixth, Seventh, Eighth and Ninth Streets, and 
all alleys in the business district are one-way 
One-way streets have been designated to 
facilitate the movement of traffic. Vehicles 
move in the same direction as street cars and 
on the dead side. Parked vehicles stand on 
live side of street oars, leaving space for snfety 
zones. Thus vehicle traffic Is not Interrupted 
by stopping while street cars take ou and 
discharge passengers and the latter are not 
endangered by moving vehicles. In parking 
at au angle, autos arc required to back In, 
thus the top when down overhangs the walk- 
while if headed in, the tops of the larger 
machines would not clear the street ears. 

SIXTH STREET AND EIGHTH STREET 
BETYVEEN WASHINGTON AND MARKET 
SOUTHBOUND- Vehicular traffic shall move 
south on the east side of the street. Waiting 
vehicles sball stand on west side, facing south, 
at au angle of 30 degrees with the curb. 

SEVENTH STREET, BETYVEEN YVASHING- 
TON AND MARKET AND NINTH STREET 
BETYVEEN WASHINGTON AND PINE 
NORTHBOUND. Vehicular traffic shall move 
north on the west side of the street. Waiting 
vehicles shall stand on the east side, facing 
north at an angle of 30 degrees with the curb. 

VF.HICLES STOP WITH LEFT TO CURB. 
Since traffic Is moving ahead on the left side 
of the street, vehicles may stop with left side 
to the left curb, long enough to lond or unload, 
but If intending to park must take up position 
on the right-hand side of the street, 

TURNING. In turning to the right into a one¬ 
way street the centei; line of the latter must be 
passed before making the turn. In turning to 
the left Into a one-way street, the center line 
of latter must not be passed before maklngturu 
ALLEY'S IN BUSINESS DISTRICT. In all east 
and west alleys, vehicular traffic shall move 
west; and In all north and south alleys it 
shall move south. 


the approach of said vehicle Every person 
operating motor vehicle shall sound the warn¬ 
ing device whenever necessary, but not at other 
times. (State Law, 1917; see Sec, 1323 and 1324. 
R. C. 1914). 

MUFFLERS shall be attached to the engines of 
all motor vehicles and shall be of such capacity 
as to quiet the maximum possible exhaust 
noise as completely as practicable. (State Law, 
1917; and See. 1317 to 19, R. C. 1914). 

MUFFLER CUT-OUT shall be completely closed 
and disconnected from Its bperatlng lever so 
that it cannot be opened while said vehicle is 
in motion. No vehicle shall be driven In such 
manner as to produce unnecessary noise. (State 
Law, 1917; and Secs. 1317 to 19, It. C. 1914). 

l.OCKS. Motor vehicles should be provided with 
good and sufficient locks, installed in a man¬ 
ner that will allow the moving of the car, 
when necessary, by the Police and Fire Depart¬ 
ment. 

Traffic ordinances similar—are pro¬ 
vided free to motorists in every 
large city. When touring, one 

should secure a copy for each large 
city he enters. 

One way streets are usually those 
in which street cars run in one 
direction only. Alleys in business 

districts are also one way. 

Section 1335, under “Congested 
District” above has been amended. 
For instance, “No Parking” space, 
would apply to other than congest¬ 
ed districts, if in the judgment of 
the Director of Streets such spaces 
are necessary, for interest of a 
business firm in loading and un¬ 
loading freight, etc. 
















504 


DYKE’S INSTRUCTION NUMBER THIRTY-FIVE. 



When turning to the left—pass around the center of 
intersection of two streets. 



When turning to the right keep near right hand curb. 



On crossing a street—the right hand vehicle has the 
right of way. 


Rules For Driving. 

Approaching rail roads—In approaching a railroad 
crossing, especially if there is an incline or grade, the 
car should be dropped back into second speed and the 
approach made carefully, first to determine whether 
to make the crossing or not, and second, to be in 
position to accelerate your car suddenly with very 
little chance of stalling your engine. 

Many accidents have happened because inexperienced 
drivers have become confused and stalled their en¬ 
gine. On noting the approach of the train, they have 
thrown on their power, or let in their clutch suddenly, 
with the result that the engine is stalled and it is then 
too late to move out of danger. 

In crossing street car tracks and climbing out of 
ruts—skidding can be prevented and accidents avoided, 
also the life of your tires lengthened, if you will learn 
how to turn your car out of street car tracks and ruts. 
Make a sharp turn of your front wheel. Do not 
allow the wheel to climb along the edge of the rut and 
finally jump off suddenly, and do not attempt to climb 
out of these conditions at speed. 

Rounding corners at speed—Driving a car around a 
sharp corner at twenty-five miles an hour does more 
damage to the tires than does fifteen or twenty-five 
miles of straight road work. This is an economical 
reason why one should drive around corners cautious¬ 
ly and slowly. The other reasons are obvious. 

In passing a slower moving vehicle going the same 
direction, always pass on the left, so it is to your right. 
If you attempt to pass on his right, you may be run 
into the gutter. In passing another car going the 
same direction, don’t run immediately in front of it. 
More accidents have resulted from this practice than 
in any other manner. 

When a car comes up from behind, and shows signs 
of desiring to pass, give it the road by swinging to the 
right. Before starting to race it, remember that it is 
about the most dangerous thing that can be done, and 
that racing has caused many automobile accidents. 

In passing street cars, never pass it on the left, but 
on the right—another car may be coming the opposite 
direction (if double track which is usually the case), 
you would then be bound to place yourself on the 
wrong side of the street. 

If passengers are getting on or off cars—stop, don’t 
crowd between them and the curb, its against the law 
in most cities. Do not follow a car too closely—it 
may stop suddenly, without warning. 

Stop when there is an accident, whether it is your 
fault or not. Render all the assistance possible, and 
as a safeguard get the names and addresses of witnesses. 

Excessive sounding of the horn is proof that the 
motorist is a novice. Sometimes in the presence of a 
frightened horse, it may be better not to use the horn 
at all. No accepted rules exist in regard to the mean¬ 
ing of horn blasts, but it is reasonable to assume that 
prolonged honking indicates that the car behind is 
going to pass and desires a clear road. 




If you are driving 
in front of another 
signal to the party 
behind you as above 
when stopping, slow¬ 
ing down or turning. 


Remember: That a nervous driver may pull the wrong rein. That a pedes¬ 
trian cannot make up his mind in a hurry when he wants to cross the road. That 
it is your business to avoid danger, not the other man’s. That the road is free 
for all, and that it pays to be courteous. 

Use of head lights: Do not use the electric head lights turned to the “bright” 
position when approaching or passing a car or other vehicle on a narrow road, 
unless you are traveling in the same direction. The light confuses them and 
may result in a serious accident. 

Headlight Courtesy on the Road. 

You know how very difficult it is to see when you are approaching another 
machine with glaring headlights. You are simply blinded and cannot tell 
whether you are running off the road, are too close to the oncoming machine 
or are striking obstructions. It is a peculiarly helpless feeling to be directing a 
car when confronted by the other fellow’s glaring lights in this way. 

If your headlights are on, he is in just the same predicament, however, and 
it is the least either of you can do to dim the headlights while passing. This is a 
safety factor as well, for it protects both from running into one another or off 
the road. 

In most states a law prohibits the use of glaring headlights—see page 438. 


CHART NO. 219—Rules For Driving. Signals for the Motorist Behind. 











































CARE OF A CAR. 


505 


INSTRUCTION No. 36. 

CARE OF CAR: Pointers on Driving - , Washing, Polishing, and 
Cleaning Car. Home Made and Other Polishes, Painting 
a Car at Home. Systematic Car Inspection. Shipping. 


General Pointers on Driving and Care of the Car. 


The driver must keep his eyes and ears 
open, watching the other occupants of the 
road as well as the running of the car. 

The ear is the "best judge of the running 
of the engine, as it shows any defect by a 
change in its steady throb. With prac¬ 
tice it becomes easy to recognize a new 
noise and the cause should be located and 
remedied at once. A squeak or rattle that 
comes at regular intervals may be located 
in one of the revolving parts, and if not 
regular, it comes from something that is 
not revolving—the springs, brakes or simi¬ 
lar part. 

Irregular running of the engine may not 
be serious, but rather the result’of a rough 
road or loose ignition connections. Knocks 
or pounds should be located at once, for 
they may lead to serious breakdown. 

Know Your Car. 

Remember that in the care and opera¬ 
tion of a motor car, much must be left to 
the judgment of the operator, who should 
study the construction of his car and thor¬ 
oughly acquaint himself with its mechanism, 
the functions of its various parts and the 
why of everything connected with it. 

Learn the speed of which the car will 
take a turn on mud or wet asphalt, without 
skidding or side-slipping, and never ex¬ 
ceed it. Learn the grade of a hill that the 
car will climb easily, and on steeper grades 
do not wait for the engine to labor before 
changing the speed. 

Learn the turn that it will make for 
every position of the steering wheel, and 
always make the broadest turns that the 
width of the road will permit. A sharp 
turn is more likely to strain and injure the 
tires, running gear and steering mechanism, 
than a broad turn, and if the car is speed¬ 
ing, more likely to cause an upset. 

Learn the distance that the car will 
travel before refilling the tanks—not from 
the catalogue, but from your own experi¬ 
ence, so that hold-up on the road for sup¬ 
plies may be prevented. 

Learn the rapidity with which the car 
will pick up speed after a slow-down, as 
it will help when running through traffic, 
or when it is necessary to dodge another 
vehicle. 


It is important to leani the shortest dis¬ 
tance in which the car can be stopped for 

its different speeds, and the exact amount 
that it slows down for each application 
of the brakes. Learn to use the brakes so 
that the motion becomes automatic, and 
can be done without wasting time thinking 
about it. Learn to judge distance, and the 
speeds at which the car travels; ability to 
estimate speeds may prevent arrest. 

Learn to recognize the noises of the en¬ 
gine when it is running smoothly; the 
click of the valves, the hum of the timing, 
pump and magneto gears, the puff of the 
exhaust, so that unusual noises may be 
easily recognized. 

Learn the feel of the compression, by 
cranking the engine, so that leaks may 
be detected.' Learn the effort required to 
push the car on a smooth floor by hand, 
so that a binding brake or q, tight bear¬ 
ing may be felt. In short, get in tune 
with your car—be part of it—make it 
part of you; that is, if you w’ant to get 

good service from it, and save on the re¬ 

pair bills. 

Something to Remember. 

The flashy driver, who makes quick turns 
and sudden stops, attracts attention, but 
ruins the car. The more smoothly a car is 
operated, the longer it will last, and the 
less often it will get out of order. Driv¬ 
ing is not a thing to worry about, but to 

be taken easily. 

Easy turns, gentle stops, the running of 
the engine as slowly as possible for the 
speed desired, proper adjustments, and con¬ 
stant care, mean long life to the car, and 
freedom from trouble. 

When the engine is not acting right, do 
not rush in and re-adjust the ignition or 
carburetor without first being sure that the 
trouble has been correctly located. Throw¬ 
ing the carburetor out of adjustment on a 
guess makes it all the harder to get going 
again, for its re-adjustment must be added 
to the trouble already present. An auto¬ 
mobile is not difficult to handle, but neither 
is it so simple that brain work is not 
necessary. Get all of the facts possible 
before doing anything to the mechanism— 
the noise that the engine made in stop¬ 
ping, the way it stopped, the reasons for 
the unnatural noises, and the bolts from 


506 


DYKE’S INSTRUCTION NUMBER THIRTY-SIX. 


which nuts may have dropped off. An 
automobile is constantly in a state of 
severe vibration, and almost any part is 
liable to work loose when least expected. 

Some accessories are convenient, and 
others are nuisances. Do not load the dash 
up with devices that aro not of practical 
use, for they only add to the parts that 
must bo watched and taken care of. Pro¬ 
vide the car with a good horn, and use it 
well when necessary, but never needlessly. 

The lubrication is important and must 
be watched carefully; it takes only a little 
running without oil to cut the cylinder 
walls and piston rings. Excessive oil in 
the crank case means fouled spark points, 
and should never be permitted, however, 
it is better to have too much than not 
enough. 

In running, keep to the right, and in 
meeting another vehicle turn farther to the 
right, so that it will have room to pass. 
(See charts 218 and 219). 

In passing a vehicle going in the same 
direction, pass so that it is on your right, 
and do not swung back to the right side 
of the road too close in front of it. The 
other vehicle may speed up as you pass, and 
be closer than you realize. 

Get thoroughly familiar with the differ¬ 
ent speeds, so that there will always be 
time to stop when necessary. Keep your 
eye on the people alongside of the road, 
for they may start to cross without warn¬ 
ing. Children are liable to run out of a 
gate or cross the road, when they are 
least expected. Cross roads and cross streets 
must be watched, for vehicles or people may 
come along them. 

It is dangerous to run over a dog, for 
the steering mechanism may be broken 
or the car upset. It is far safer to slow 
down when one is barking in front of the 
car than to try to push it out of the way. 

Blow the horn when approaching a turn 
in the road, for another car may be com¬ 
ing. Do not run on the low speeds if it 
is possible to run on the high. 

Save the Tires. 

If a tire blows out, do not jam on the 
brakes—cut off the power and let the car 
coast to a stop. Jamming on the brakes 
might cause a skid, and that would fatally 
ruin the tire. 

A Few Words About 

Gasoline must be handled with care and 
common sense. It is dangerous if handled 
carelessly but need not be so if the opera¬ 
tor uses judgment. Gasoline vaporizes easi¬ 
ly and as the vapor is heavier than air, 
it sinks to the ground. 

When filling the tank, be sure that there 
are no open lights near, or a fire. If tht> 

*Fires are usually caused by dripping gasoli 
careful the carburetor does not drip. See also p 


In crossing loose or broken stone as on 
a new road, do not drive the car over, but 
get up speed and as it strikes the stones 
throw out the clutch so that it will coast. 
If the car has not enough momentum to 
cross, let it go as far as possible before 
again throwing in the clutch. Driving 
across sharp stones forces the wheels to 
grind against them, while if the car moves 
without being driven, the tires roll over 
the stones, and are not so liable to injury. 

Jamming on the brakes grinds the tires, 
and wears them as nothing else does. Let¬ 
ting in the clutch quickly, so that the 
wheels spin before taking hold of the road, 
has the same effect. 

Tires that are not sufficiently inflated 
will rim cut and are more liable to punc¬ 
ture than if blown up hard. Oil rots rub¬ 
ber; therefore, keep the tires clear from 
it. If they get oily, wipe them w T ith a 
cloth soaked with gasoline. 

If the car is to be idle for a week or 
more, jack up the wheels to take the weight 
from the tires—it will be better for them. 

Rusty rims cause rim cuts; therefore, 
keep them smooth. When rim rusts, scrape 
them or rub with emery cloth and give 
them a coat of shellac or lead paint to pre¬ 
vent them from rusting again. 

In applying new tires, put them on the 
rear wheels, moving the half-worn one to 
the front wheels—this will give them a 
longer life. In applying a single new tire, 
put it on the right hand rear wheel, as 
this is the one that has the hardest work, 
and needs to be stronger than others. 

An extra inner tube should always be 
carried, ready to insert in case of a punc¬ 
ture. Take out the old tube and put in 
the extra, then have the damaged one vul¬ 
canized. It does not pay to cement a 
patch on a tube; have it vulcanized. The 
best plan is to have demountable type 
of rims and carry a complete extra tire in¬ 
flated, ready to mount on wheel. 

Skidding ordinarily occurs only on slip¬ 
pery surfaces and in rounding turns at high 
speed. In skidding, the wheels of the car 
slip on the ground, especially on wet as¬ 
phalt, although the car will occasionally 
slide on dry surfaces, like sand, loose gravel, 
etc. See page 4 95 for ‘‘skidding.’’ 

Gasoline and Fire. 

tank is to be filled at night, don’t use a 
lamp, use a pocket electric flash lamp in¬ 
stead. Have a funnel for gasoline and do 
not use it for anything else. Also see index 
for ‘‘gasoline.” 

*In case of fire, do not try to put it out 
with water, for the burning gasoline will 
float and spread the fire. Always keep a 

ne from carburetor and a stray ignition spark. Be 
ages 3 58 and 161. 


CARE OF A CAR. 


507 


pail or two of sand handy and smother 
the flames with it. In case of fire, the 
first thing to do if it is possible, is to 
turn off the supply cock from the tank to 
the carburetor, and then push the car away 
from the blazing gasoline on the ground. 
Do not let a pool of gasoline drip from the 
carburetor when priming it as a chance 
short circuit may give a spark that will 
set it on fire. 

♦Engine bearings: After an automobile 
has run a great many miles the crank 
shaft (“main”) bearings wear and allow 
play as also do the connecting rod bear¬ 
ings. The first evidence of a worn bear¬ 
ing is an “ engine knock. ” To test bearings 
grasp the fly wheel and jerk it vigorously; 
if play is discovered it is an indication that 


the bearings should be “ taken up. ” The 
bearings are “split,” that is, arranged in 
two halves bolted together, see page 74. 
Between the halves, “shims” (very thin 
strips of metal) are placed. As the bear¬ 
ings wear, one or more shims can be re¬ 
moved and the bearings drawn up. 

See also pages 203, 793 and 651; “run¬ 
ning in a new engine” and page 489 for 
“running a new car.” 

Tighten bolts and nuts: It is very im¬ 
portant that you should go over your car 
periodically and tighten up all loose 
nuts and bolts. This should be taken care 
of especially during long hard tours and 
about once a month under average driving 
conditions. 


Washing Car. 


First dust 
off the car 
and top, then 
wash car us¬ 
ing only clear 
water. If soap 
is used, get a 
good carriage 
soap that has 
no alkali in 
it. If it contains alkali it will take off 
the varnish. 

Mud should not be rubbed off for the 
varnish would be scratched. Let the 
water run gently out of the hose (using 
no nozzle) and flow over the mud, so that 
it washes away slowly. 

The full force of the water may be used 
to remove mud from under side of fenders; 
but not from any varnished part. If a hose 
cannot be used, pour the water on so that 
the mud is carried away. Dry mud is more 
difficult to remove, but jf the varnish is to 
be kept bright use only the above method, 
and take time to it. 

When the body is clean, go over it with 
a soft sponge using plenty of water and 
dry it with soft, clean chamois skin or wash 
leather. It is advisable to have a sponge 
and chamois skin for the running gear and 
a separate sponge and chamois skin for 
the bodv. 

After having washed the body it should 
be gently dried with a piece of clean 
chamois skin. Wring out the water from 
the chamois as the car is wiped with it. 

For removing grease, a sponge with cas- 
tile soap and tepid water should be used 
and then body polish applied. 

A car ought to be washed and chamoised 
off immediately if rained upon, otherwise 
spots will remain if left to dry. See In¬ 
struction 4 5 for “a home made washer.” 

Body, Metal and 

Polishing body, removing rain spots and 
grease: A much recommended polish is 

made by mixing the following ingredi- 


Supplies for cleaning the car: Two good 
clean soft “wool” sponges, two ten- 
quart pails, several clean soft chamois, a 
quantity of canton flannel, a quantity of 
ivory or pure castile soap, clear running 
water, a soft wool duster, gasoline for use 
in extreme cases. 



The two sets of pails, sponges and chamois 
are recommended so that the pail and 
sponge used for the first washing, may be 
kept separate from those used in the final 
washing. 

Washing Radiator. 

When it is necessary to clear the radia¬ 
tor spaces of accumulated mud you should 
flush the radiator from the rear, not from 
the front. In that way you avoid getting 
water into the magneto, which is often 
short-circuited when moisture enters it. 

Sponge off your Hood. 

Particular attention should be given to 
the hood after the car has been run in a 
heavy rain, inasmuch as after a long run 
it becomes fairly hot and if rain-drops 
are left to dry upon it they will stain it 
much more than the body. The car should 
be washed down at once, or if this is not 
possible, the hood should be sponged off 
and wiped dry immediately. 

A good body polish will remove grease 
and rain spots from a hood or body. 

Glass Polishes. 

ents; turpentine 1 gallon, paraffine oil 1 
pint, oil of citronella 3% ounces, oil of cedar 
1% ounces. This should be applied after 



*See also, pages 640 and 641. 

















508 


DYKE’S INSTRUCTION 


NUMBER THIRTY-SIX. 


the car is washed and dried. Apply this 
with soft, clean cotton waste and rub 
dry with a clean llaunel cloth. If not 
rubbed dry the dust will collect. This 
preparation in most cases will remove rain 
spots and grease. 

Another method is to use a mixture of 
boiled linseed oil and turpentine, apply¬ 
ing it sparingly and rubbing absolutely dry. 
The use of these polishes will restore even 
an old car to a degree of brightness that 
will surprise you. 

Another body polish that is highly recom¬ 
mended is made by using 1 gallon of soft 
water, 4 ounces of ordinary .soap, 1 pound of 
white wax in shavings. Boil well and add 
2 ounces of pearlasli. This may be diluted 
with water and laid on with a paint brush, 
then rubbed off with a cloth. Another form¬ 
ula often used is 3 ounces of shellac, Ms 
ounce of gum mastic and 1 pint of methy¬ 
lated spirits of wine, dissolved. In our 
opinion however, better results will be ob¬ 
tained by using some one of the varnish 
polishes that are on the market and can 
be found at almost any hardware or paint 
store. 

A good cleanser for enameled parts of the 
car when parts are greasy and very dull, 
may be made of the following: 

One pound of washing soda crystals to 
one pail, or 2 Mj gallons of water. This 
should be very briskly applied with a soft 
rag. Then polish with canton flannel. 

The solution, before applying, should be 
carefully inspected to see that all crystals 
have been dissolved, as any crystals remain¬ 
ing will scratch the surface. 

This solution should be used only on 
enameled parts of the car as it will ruin 
varnish or paint. The enameled parts of the 
car are the radiator, radiator splashers, 
bonnet, front and rear fenders, gasoline 
tank, tire carriers, steering column, shifter 
lever, black engine parts and enameled part 
of lamps. 


Brass. 

Any good brass polish will work satisfac¬ 
torily. All these preparations contain some 
fine abrasive, for which reason care must be 
taken not to let the polish come into con¬ 
tact with the varnish body surfaces. 

Nickel-Plated Parts. 

All nickel plated parts may be cleaned 
with regular silver cleaner paste. Use only 
the softest flannel rag or chamois to rub 
with. 

Do not clean lamp reflectors except when 
absolutely necessary and then use Putz 
pomade, applied with a very soft clean 
chamois skin. Reflectors are often silver 
plated and are very easily spoiled by fre¬ 
quent polishing. 

Nickel trimmings should be rubbed over 
with an oily rag; that w T ill keep them bright 
without polishing. When going out for a 
run in damp or rainy weather it saves labor 
to give the brass work a light coat of vase¬ 
line to protect it from tarnishing, and put 
rubber bags over the lamps. When there 
is little time to give to cleaning the brass 
work, paint it with black or colored enamel 
which looks better than uncleaned brass. 

Metal and Glass Polish. 

Mix one part wheat flour, five parts of 
dry powdered fire or potter’s clay and 
used with a damp woolen cloth. This will 
be found the finest polish ever used, and is 
cheap. It can’t be beaten for cleaning 
fly specks, grease, paint and other stains 
from glass or metal. 

To Clean Glass and Reflectors. 

For cleaning glass — windows, wind 
shields, lamp lenses, mirror lenses, etc.— 
there is nothing better than a mixture of 
half alcohol and half water, which readily 
will clean off dirt and leave a bright polish. 
With a soft cloth, or a piece of tissue paper, 
the work can be done expeditiously. See page 
4 35 for cleaning and polishing reflectors. 
Putz pomade applied with a very soft, clean, 
chamois skin is also excellent for cleaning 
reflectors. 


*Cleaning Tops. 


To clean top—outside. A top that has 
been in use for some time can be cleaned 
by using the following mixture: 

Ms pint raw linseed oil; 4 cups water; Ms 
cup turpentine. Apply with clean rag and 
rub dry. 

A dressing for leather tops: A very good 
receipt for the purpose: One part liquid 
asphaltum to two parts castor oil, to which 
add y< 2 . ounce of ivory black to each pint of 
the mixture. Apply with a soft brush. This 
dressing is excellent for a rubber top. 

Mohair tops should be frequently dusted 
and brushed off. Pantasote tops and cur¬ 
tains are best cleaned with a soft brush 
dipped in water in which a little ammonia 
has been added. Afterwards rub dry. 


Never attempt to clean top and curtains 
with gasoline or kerosene. 

Do not fold the top until it has become 
thoroughly dry, because any moisture re¬ 
maining in the folds is apt to cause mildew, 
beside making the top leaky and unsight¬ 
ly with spots. When the car is not used 
for some time it is best to open the top, 
which keeps it well stretched and smooth. 

If top is mohair, a pail of tepid water 
and a bar of castile soap should be used. 
Place soap in pail and work with the hands 
until a good lather is obtained. A large 
clean sponge is dipped into the -water and 
top thoroughly washed. 

If top is dirty use broom first. After 
cleaned with soap go over it with clear 
water so no alkali spots will appear. 


To prevent rain or snow from sticking to glass: mix about 2 oz. glycerine with 1 oz. of water and 
a dram of salt. Apply to wind shield with cheese cloth—wiping up and down or in a vertical direction. 

For Cleaning Engine—see index. **See also index; “Repairing Tops.” 


CARE OF A CAR. 


509 


Cleaning Leather Upholstering. 


Do not use gasoline in cleaning leather 
upholstery. Plain water with a little am¬ 
monia will remove the dirt, and a brisk 
rubbing with a clean woolen or flannel cloth 
will do the rest. For still more careful 
treatment, use a regular leather dressing 
on all leather. 

Receipt for a dressing for leather uphols¬ 
tering: Raw linseed oil and turpentine mixed 
in proportions two of the former to one of 
the latter, is a time honored formula. 

For cleaning cloth upholstery use clear 
water and a mixture of % of an ounce of 
common salt and two ounces of either grain, 
or wood alcohol, simply rubbing the cloth 
with a sponge dampened in the above mix¬ 
ture. 


To remove ordinary dust from cloth up¬ 
holstery, beat cushions and backs lightly 
with stick or carpet beater, then remove 
dust with whisk broom or brush. (The va¬ 
cuum plan is best.) 

Grease or oil may be removed by the ap¬ 
plication of a solution of luke warm water 
and ivory soap, applied with a woolen cloth. 
Any of the approved methods for cleaning 
woolen cloth may be used with success on 
this upholstery. Gasoline and benzine have 
a tendency to spread instead of remove the 
dirt. We, therefore, do not recommend their 
use although they work no injury to the 
fabric. 


*Suggestions for Repainting Car at Home. 


In some cases the car owner may feel disposed 
to do some of the work himself, and then pass it 
on for the profesional painter to put on the 
finishing coats. 

He may, for example, give the car as thorough 
and complete a washing up as the painter will 
do. Then by getting the car up on stout wooden 
horses, so that he can work under it conveniently 
the grease and dirt may be removed from the 
chassis. This is a somewhat smeary job but 
anyone who isn’t afraid of work can save some 
money by doing it. Saturate the greasy parts 
with one-third turpentine and two-thirds kerosene 
or crude oil, and let the applied mixture stand for 
several hours to soften up the hardened oil and 
dirt. 

Then take a one-half inch putty knife and a 
couple of mowing machine knives and some pieces 
of coarse burlap and proceed to cut and scrape 
the accumulations off and wipe the parts up. It 
may take two or three applications of the oil 
and turpentine mixture, and a lot of rubbing 
with the burlap to get the surface clean, but it is 
all necessary work. 

If the surface is worn and the paint beaten 
off, and the bare metal or wood disclosed, these 
pieces will need touching up with a paint mixture 
containing at least one part raw linseed oil and 
two parts turpentine. Mix thoroughly, some 
ground white lead and lamp-black and add a lit¬ 
tle at a time to the oil and turpentine. Ap¬ 
ply with a small round brush. 

Next get some dry white lead and a small quan¬ 
tity of finely ground whiting, and using one part 
of the whiting to two parts dry white lead, knead 


it to a good working body in equal parts of 
coach japan and rubbing varnish. Then with your 
putty knife, putty up all the holes and surface 
fractures, filling them smooth and level With the 
surrounding surface. While this class of work 
is somewhat difficult to do well, with care and 
some practice it may be taken care of. 

If the surface is in a condition suitable to sand 
paper, apply the color without any further sur¬ 
facing. The professional painter may then, if so 
desired be called in to sand this putty and the 
surface down smooth and apply a coat of color 
to the car. If any striping is to be applied, the 
lines may be run on this coat of color after which 
apply one or two coats of varnish, according to 
the class of finish desired. 

In case the car needs simply a coat of varnish, 
with perhaps a few worn or bruised spots touched 
up with a bit of color, it should first receive a 
thorough washing and cleaning. The body sur¬ 
face will need going over Avith water and pul¬ 
verized pumicestone to lay doAvn the gloss and fit 
it for the varnish. Then touch up Avith the color 
where necessary, and apply a coat of body finish¬ 
ing varnish. LikeAvise, give the chassis a stout 
coat of varnish. 

In this connection, it may be stated that the 
amount and kind of work to be applied to the 
car depends altogether upon the condition of the 
surface at the time the work is to be done, as 

it naturally also depends upon the sum of money 
the owner Avishes to expend upon the work. 
Generally speaking, if the car is kept well var¬ 
nished, it will not need heavy painting repairs 
only at long intervals. 


**Painting Radiator, Engine, Cylinders, Manifold, etc. 


To paint radiator, mix 3 oz. boiled linseed oil. 
4 oz. lamp black, 1 oz. turpentine and thin doAvn 
with turpentine to the proper consistency. In 
applying, the radiator must be either dipped into so¬ 
lution (in this case a great deal more must be 
mixed), or sprayed (see page 194 and index; 
“painting radiator,’’) or the radiator can be 
placed on boxes, face up and Avith a thin mixture 
as above, applied plentifully so it Avill run through 
the cellular parts of radiator. A camels hair 
brush can be used to reach places not covered. 

fTo paint Cylinders, mix 8 oz. Avhite lead in oil, 
6 oz. boiled linseed oil, 2 oz. turpentine and % 
oz. of lamp black. If too heavy thin doAvn Avith 
tu-rpentine. This will make a gray paint and 
sufficient for 6 cylinders. 

Aluminum mixed with bronzing liquid can also 
be used. 

To paint intake manifold— use regular aluminum 
secured at any drug store. 


To paint exhaust manifold—use aluminum. No 
paint has as yet been found which will remain on 
hot exhaust pipes; here is a rqcipe suggested: 

Heat proof paint—use tAvo parts of black oxide 
of manganese, three parts of graphite and nine 
parts of Fuller’s earth, thoroughly mixed, to 
which add a compound of 10 parts of sodium 
silicate one part of glucose and four parts of 
Avater, until it is of such consistency that it may 
be applied Avith a brush. 

***Tire paint, liquid rubber is a preservative 
and beautifier of tires. It gives the tire a white 
coating. It is made of pure unvulcanized rubber 
in solution. It can be applied with a brush and 
if used at regular intervals, it is claimed it will 
prolong .the life of the tire because it penetrates 
and runs into any small cuts or holes and seals 
them over, thus in a measure preventing moisture 
from reaching the fabric. It is also suitable for 
golf balls, rubber mats, and a highly satisfactory 
rust preventive for rims. Secured at supply houses. 


**See index for these various subjects. See also index; “top repairing.” tSee also page 588. 

A very satisfactory tire paint for finishing the inside of a tire after repairing may be made by 
mixing thoroughly one gallon gasoline, one half pint C-35 cement, 1*4 pounds soapstone and % pound 
whiting. Many successful repairmen are using this formula with the best of results. 

***See page 571; hoAv to make paint to paint inside and outside of tire. 


510 


DYKE’S INSTRUCTION NUMBER TIIIRTY-SIX. 


Pointers on Shipping an Auto. 


An auto will only be received for transport 
by freight either crated or set up. The usual 

method in shipping by freight is to ship it com¬ 
plete and run it right into the car; see that the 
railroad company block the wheels so that the 
auto will not pitch forward or backward. It is 
also well to see that the machine is braced from 
the side. 


Use blocking in front and behind each tire 
one-third as high as the diameter of the wheel, 
and at least one inch wider than the tire. Fasten 
this securely to the floor and tie together with 
one or two-inch lumber from block to block. Have 
the blocking of sufficient width so that the 
boards used to tie blocks together will clear the 
tire at least one-half inch on each side. 


Get a clear bill of lading from the railroad 
company so that you have something to secure 
damages with in case of car being smashed. It is 
well to box the cushions and all loose parts 
separately. The charge for conveyance must be 

ascertained by the railway company 

0 

Place the vehicle in the car parallel with the 
sides; and see that the front wheels are in line 
with the back wheels. Wrap the lower third of the 
tires with burlap to prevent chafing; and set the 
brakes. 

To block wheels, fasten each wheel to the 
floor with a strong band of canvas or several 

layers of burlap of 
the width between 
two spokes. Secure 
the band to the floor 
on each side of the 
wheel with blocks 2 
by 4 by 12 inches. 
Place these blocks 
parallel with the 
wheel, using plenty of nails or spikes. 








Tn packing the auto, empty the gasoline and 
water tanks and disconnect the batteries, if elec¬ 
tric cars, remove batteries. 

The tires should be tightly inflated; and the 

edges of the boards and blocks next to the tire 
should be rounded or beveled, so that if they 
should become deflated or in any way come in 
contact with the boards or blocking, they will 
not be so liable to chafe. Place covering over 
the vehicle to keep off dust. Also remove lamps 
to prevent damage to them. 

Freight cars should be carefully inspected to 
see that they are fit for loading. If there are 
nails or other projections in the floor or sides of 
the car they should be removed. If the roof 
appears to be leaky, or its fastenings for doors, 
both end and side, are not complete or ample, 
the car should be refused and a car suitable for 
loading demanded. Failure on the part of the 
shipper to do this renders him liable for the 
damages resulting from having loaded the vehi¬ 
cle in a car manifestly unfit. 


Daily and Periodical System of Car Inspection. 


Look to the following every few days: 

(1) Fill gasoline tank. The funnel that is used 
for gasoline should never be used for water, 
lubricating oil, or anything but gasoline. 

(2) Fill radiator. 

(3) “Tickle” or prime the carburetor, to make 
sure that the float is free and the gasoline 
flowing. At the same time inspect the con¬ 
nections of the gasoline line for leaks and 
loose joints. 

(4) Test the batteries, and see that the storage 
cells are properly filled with electrolyte. 

(see page 454.) 

(5) See that the ignition is working properly 
and no miss. 

(6) Lubricate the engine—See page 204. 

Make sure that the oil has not drained out 
of the crank case. 

Beginning at the front of the car and work¬ 
ing to the rear, screw the grease cups down 
slightly, filling those that are nearly empty. 

While doing this, watch for loose nuts, and 
for parts that may be out of place, loose or 
in need of attention. 

Be particular to keep the steering mechan¬ 
ism in good condition, and plentifully lubri¬ 
cated. 

(8) Pump up the tires, and keep them pumped 
up. For pressure to use see tire subject. 

(9) See that the tools, supplies and extra parts 
are on board. 

(7) Test the brakes, (very important.) 

When accustomed to it, this system will not 
require much time and it will result in the 
condition of the car being under observation 
at all times. 

The above points should be observed for 
every run, but others should be attended to 
from time to time. 

Look to the following about every week 
or every 1000 miles: 

(1) When .the car has run 1,000 miles, the 
crank case should be drained and washed 
out with kerosene. See “cleaning crank 
case,” page 201. 

Grit and dirt will work in and thicken the 
oil, and must be removed. 

(2) Drain and wash the change speed gear case. 

Constant use will grind particles of steel 
from the gears, and cause rapid wear. 


(3) Fill the gear case so that the smallest gear 
dips into the oil about a half inch. See 
page 203. 

(4) If the differential runs in oil, wash it and 
renew the oil two or three times a season; 
if it is packed with grease, one filling a sea¬ 
son is sufficient. (see page 205.) 

(5) Every 2,000 miles, take off the wheels, clean 
and examine their bearings, and repack with 
lubricant, being careful to readjust them 
correctly. 


fflnspection Before a Long Tour: 

(1) Wash and polish the car. 

(2) Drain and flush out the radiator; put in 
fresh water. 

(3) Clean and inspect the engine; change the 
oil in the oiling system, after draining old 
oil. See pages 200 and 201. 

(4) Clean and adjust the clutch. 

(5) Clean the gearset and add new lubricants. 

(6) Clean and lubricate the universal joints. 

(7) Clean, adjust and lubricate rear axle. 

(8) Clean and adjust the brake—see index. 

(9) Inspect and adjust the wheel bearings. 

(10) Clean, inspect, adjust and grease the steel¬ 
ing mechanism. 

(11) Inspect the tires, and have cuts or injuries 
repaired. 

(12) Clean out the gasoline tank and line, espe¬ 
cially the strainer. 

(13) Clean out engine, put in fresh oil and 
clean carbon—see pages 200 and 201, also 
index. 

(14) Inspect the ignition wiring and storage 
battery and clean distributor points and 
interrupter. 

(15) See that wheels and axles are in proper 
alignment. 

(16) Adjust the carburetor and see if well tight¬ 
ened to manifold. 

(17) Fill the radiator with an anti-freezing solu¬ 
tion (if cold weather). See page 193. 

(18) Examine and test the storage battery—see 
page 450. 

(19) Test the compression of your engine—see 
index. 

(20) Tighten all spring bolts and nuts. 


ttSee instruction 37 for “Necessary” Accessories for Touring. 













ACCESSORIES. 


511 


INSTRUCTION No. 37. 

ACCESSORIES; TOURING: Necessary Accessories. Desirable 
Accessories; Speedometers; Horns, etc. Touring Equipment. 
How and What to Cook. Lincoln Highway. Transconti¬ 
nental Tour. 

\ 

♦♦Concerning Accessories and Equipment. 


To differentiate between tiie accessories 
and spare parts actually “necessary” on a 
car, and those wliich are really only lux¬ 
uries or “desirable” accessories, one has to 
have used them all under varying condi¬ 
tions and over extended periods to gain a 
knowledge of the desirability of each and 
an intimacy with their general utility. 

Many a novice having unfortunately got 
into the clutches of an unscrupulous dealer, 

Necessary 

$The necessary equipment for a car should 
consist of: Lamp globes or bulbs, horn, 
tire tools, tire repairs, extra tire and tube, 

tool kit, jack, tow- 
rope, top, windshield, 
speedometer, bumper, 
hydrometer, odometer 
and a good clock. 

Though the clock is 
the last on this list it 
is very necessary, and 
it should be of the best 
and well built to stand 
vibration. As cars are 
driven in all seasons of 
the year the clock 
should have a compen¬ 
sating balance so that 
it will not be affected 
by extremes in tem¬ 
perature. 

Experienced automo- 
mile drivers advise a 
clock to do away with the inconvenience of 
referring to their watch when clothed for 
cold or stormy weather as a few seconds 
necessary to do this might result in an ac¬ 
cident to the machine or passengers. 

Necessity of a speedometer. A speed¬ 
ometer is necessary in testing a car to learn 
its speed capabilities under various condi¬ 
tions—in order to time trips over various 
distances—to avoid violation of the speed 
limit laws, the penalty for which is arrest 
and fine. 

Purpose of a speedometer. The speed¬ 
ometer for automobiles is an instrument for 
measuring and indicating—in miles per hour 
—the exact speed at which a car is being 
driven. The number of miles per hour 
shown at the dial of the speedometer is the 
actual speed at which the car is traveling 
at the instant of indication. For this rea- 


has bought nearly every fitting on the mar¬ 
ket being assured it is the right thing for 
an up-to-date car to be so equipped. Poor 
man! He finds it expensive work, and if 
the brass cleaner says little, he thinks a lot. 
In the beginning, be it understood that this 
article is primarily and exclusively intended 
for beginners, for I neither claim nor pre¬ 
tend to be able to teach the “old hands” 
much, as they, no doubt like myself, have 
learned these things for themselves. 

Accessories. 

son the numbers shown constantly change 
as the car is driven faster or slower. 

•{-Necessity of an odometer. The odometer 
is necessary in auditing the cost of oper¬ 
ating and maintaining a car. It enables 
the owner to tell how much gasoline is 
used per mile—how much his tire expense 
per mile amounts to—how much mileage 
he gets out of his car. Thus it enables the 
owner to make comparison of the cost of 
operating and maintaining his car, with 
the cost of operating and maintaining a car 
of another make. The recording and re¬ 
setting features of the trip register part of 
the odometer is a necessity in following a 
guide book when touring. 

Purpose of an odometer. The odometer 
(combined with the speedometer) is an in¬ 
strument for measuring and recording—in 
miles and tenths of miles—the distance a 
car travels in making a trip. It also records 
the entire distance traveled during an en¬ 
tire season. 

Purpose of a grade indicator. The grade 
indicator sometimes combined with the 
speedometer, is an instrument for indicat¬ 
ing the exact grades of ascents or hills 
negotiated by the car. This instrument 
would come under “desirable” and not 
“necessary” accessories, see also page 539. 

In selecting lamps or lighting outfit, I 

would insist on electric light equipment 
with a first class lighting battery and lamps 
with adjustable reflectors and non-glare 
headlight lens, if car is not already equipped. 

I would also insist on a good jack, not 
the average, as usually included with car, 
but a good one. The Hartford, Buckeye or 
Badger. 

A bumper will often save the radiator and 
is quite often placed on the rear of car as 
well as in front. 

A motometer (as shown on page 188), 
should be on the radiator of every car. 



Automobile clocks 
ore made in many de¬ 
signs by Waltham 
Watch Co., Waltham, 
Mass. Note the “O” 
on dial. A red signal 
will appear every 8 
days which is a notice 
to wind. 


*See page 349, for description of an electric clock. :f:A gauge to indicate quantity of gasoline 
in tank per page 823, would be considered as necessary. 

**Kor accessories to sell in a garage and equipment of stock room—see Instruction 45. 
tThe odometer is usually embodied in the same case with speedometer—see next page. 




612 


DYKE’S INSTRUCTION NUMBER THIRTY-SEVEN. 




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2C '8 *> W 12 10 8 6 4 

MILE6 PEC UOUR. 

Fig. 5 


The Van Sicklen speedmeter is an instrument 
which calibrates an air current and translates 
the result into miles per hour. The air circu¬ 
lator consists of two intermeshing aluminum 
gears housed in a chamber in which there are 
two openings, one from the outside and away 
from which the gears rotate, the other opening 
conducting the air into the speed dial chamber 
where the air is directed against a light vane 
attached to inside of speed dial. 


The speed dial is an inverted aluminum cup 
mounted on a pivot set in jeweled bearings. The 
amount of air directed against the vane in speed 
dial is governed by the speed at which the air 
circulator is driven by the flexible shaft. The 
speed dial when the car is at rest is held at 
zero by the action of a nickeled steel hair spring. 


Mechanism of the Van Sicklen 
Speedmeter and Odometer. 


*Brief Description of Van Sicklen 
Speedmeter 


Illustration to the left shows the 
odometer and a phantom view of the 
speed dial. 

1— Aluminum speed dial. 

2— Records mileage for the season. 

3— Records mileage for each trip. 

4— For resetting trip register. 

5— Case containing air circulator 
gears. 

6— Vane inside of speed dial. 

7— Hair spring holding speed dial in 
position. 

8— Pivot of speed dial. 

9— Jeweled bearings in which pivot 
of speed dial is set. 

10—Gears driving odometer. Tenths 
of miles are recorded on dial at 
the extreme right. 


Checking a Speedometer. 


A simple test worked out by Mr. S. T. Williams of Motor World 
is shown in table below and as follows: 


When the drive is from front wheel, jack up wheel. A chalk mark 
is then placed on rim of wheel and wheel turned as fast as possible. 

At a signal, one person reads the speedometer, and another counts the 
revolutions for one minute as timed by a stop watch, or second hand 
of a watch. The number of revolutions of the wheel, and the speedo¬ 
meter reading at the start and finish are noted. (By adding the two 
speedometer readings, and dividing them by two, the average speed as 
recorded by the speedometer is determined.) 


The actual speed may be obtained from the chart in fig. 5. 
the revolutions in the minute to have 
been 94, a horizontal line is followed 
until it meets the slanting line repre- ^ 

senting the diameter at the front 
wheel. Dropping down vertically, the 
speed is seen to be 9.6 miles per 
hour—which should correspond to the 
speedometer readings. If carefully 
made, this test is quite accurate, and 
requires little time. 


Supposing 


7 SPEEDOHCTEI? HEAD 


Troubles 

The indications of 

trouble are dial or 

pointer vibration, or 

failure of the instru¬ 
ment to register. Start¬ 
ing with the road wheel, 
examine the parts as per 
fig. 3. Begin with 1. 

The head (7) is the last 
part to inspect. 


4 


Fig. 


JOINT 

3—Drive from front 


BENDS IN THE 
FLEXIBLE 5-HAri 

must be gradual 

C6" RADIUS) 

wheel. 


MAIN 


CHART NO. 220—Van Sicklen Speedmeter. Transmission Shaft. Checking a Speedometer For 
Accuracy. Speedometer Troubles. 


On all Stewart speedometers the space between the main gear (1—fig. 3) and the pinion gear should be Vie"- 
Also note that the main gear (fig. 4) should have twice the number of teeth that there are inches in the diam¬ 
eter of the tire—see page 513. *The Van Sicklen term their make of instrument a “Speedmotsr”—otherwise 
term “Speedometer” is always used. 




















































































































































ACCESSORIES. 


513 



Speedometer Principles. 

The magnetic principle as indicated in 
Stewart-Warner and American Ever-Ready 
instruments, utilizes a revolving magnet posi¬ 
tively driven from the car wheel or other 
part. The magnet exerts its influence on a 
metal part which is separated from it by 
an air gap and which in turn is connected 
with the indicating mechanism. The metal 
part is generally aluminum, as the inertia of 
the part must be kept as low as possible to 
make the speedometer quickly sensible to 
speed changes. A feature of the magnetic 
design is that the travel of the dial bears 
a direct ratio to the speed of travel of the 
magnet, and in order to compensate for 
changes in the drag due to temperature dif¬ 
ferences, a compensating unit is fitted. 


are made very sensitive so that even at low 
speeds the correct rate of travel may be indi¬ 
cated. 

The air principle is used on one make, the 
Van Sicklen, which is described in chart 220. 

Liquid or hydraulic principle: One instru¬ 
ment, the Veeder, which employs the hydrau¬ 
lic system, uses a centrifugal pump which is 
connected with the drive and which lifts a 
liquid to a height proportional to the speed 
of the drive. The tube in which the colored 
liquid is lifted is calibrated to register speed. 
See illustration. 

Speedometer Drive Methods. 

Front wheel drive: The speedometer can 
be driven from the front wheel (fig. 3, page 
512 and fig. 4, this page) or off the transmis¬ 
sion shaft as per fig. 5. The usual plan is 
to drive with gears. 

Transmission drive: Instead of placing the 
speedometer drive on the front wheel which 
has been the standard former method, it is 
now quite often placed just rear of the trans¬ 
mission, on transmission main shaft. Fig. 5 
shows how the driving gear is attached to 
the front of the forward universal joint. The 
swivel joint and gear section are clearly de¬ 
picted. Other manufacturers are now adop¬ 
ting a set of gears inside of the transmis¬ 
sion case, to drive the speedometer shaft. 

Ratio of Gearing. 



Centrifugal control as utilized in speed¬ 
ometers is very much the same as that on a 
fly-ball engine governor. Standard, Johns- 
Manville, Sears-Cross, Corbin-Brown, Hoff- 
eker and Garford use this principle. Weights 
are mounted on the revolving shaft by bell 
crank levers which allow them to travel fur¬ 
ther from the axis of the -haft as the speed 
of the drive increases. The centrifugal force 
of the weights increases as the square of the 
velocity of the shaft, meaning that at foui 
times the speed, the force doubles. 

This tendency of the weights to fly from 
the axial center of the shaft under the in¬ 
fluence of centrifugal force furnishes the 
basis of the indicating needle movement. An 
ingenious feature in centrifugal design is 
that although the movement of the weights 
would naturally vary as the square of the 
speed, the levers or cams governing the move¬ 
ment are so calculated that calibrations r 


on the dial are uniform or nearly so. An¬ 
other feature which is carefully watched is 
the balance of the weights. The governors 


Ratio of gears for speedometer when driv¬ 
en from front wheels is found by doubling 
the diameter of tire and this gives the num¬ 
ber of teeth necessary in the large driving 
or road wheel gear. For example a 30x4 tire 
would require a 60 tooth gear, etc. Driven 
pinion (small one) on all Stewart-Warner 
speedometers, for front axle drive have the 
same number of teeth, viz., 16, and drive 
through a 2^ to 1 swivel joint reduction. 

The gear reduction in the swivel joint 
is mounted close to the driven pinion, as 
shown in figs. 4 and 5, and when installed od 
the left hand wheel, a swivel joint is used 
which reverses the direction of rotation. 

Calibration: The Stewart-Warner speed¬ 

ometer flexible shaft, travels 1009 revolu¬ 
tions per minute when the car is traveling 
60 miles per hour. 


FIG 5 STEWART SPEEDOMETER 


Fig. 4 —Showing the flexible ehaft together with other flttingt. including swivel and angle joints 


propeller shrpt drive 


On the Waltham, which is illustrated above, (to the left), the flexible shaft is made up of a series of 
links, L, which are held in position by a series of steel collars M. 


CHART NO. 221—Speedometer Principles Exemplified; Magnetic, Centrifugal, Air and Hydraulic. 










































614 


DYKE’S INSTRUCTION NUMBER THIRTY-SEVEN. 


The Electric Horn. 

There are two types, the vibrator type and the 
electric motor type. 

The electric vibrator horn, 
fig. .7: There are no revolving 
parts. The magnets (M) cause 
the vibrating spring (B) to 
strike the adjustable rod (A) 
which is attached to diaphragm 
(D) and breaks contact at 
points (0 C). The construc¬ 
tion of the vibrator is similar 
to- an electric bell as is also 
the adjustment. The idea be¬ 
ing to adjust vibrator (B) in relation to rod (A) 
to obtain a greater or less number of vibrations 
(similar to flg. 1, page 234) which increases or 
decreases the sound. 

Points (0 0) should be of iridium platinum, else 
will wear down and stick. Amperage consumed is 
4 to 6. 




The electric-motor horn, fig. 5; consists of a 
small electric motor with armature (M), field wind¬ 
ing, commutator and brushes. When armature re¬ 
volves the glass hard toothed wheel (W) rubs the 
glass hard button (B) which is riveted to a dia¬ 
phragm (D)—see figs. 5 and 6. It is 
from this diaphram that the sound 
is obtained. 

The voltage required for Klaxon 
horns is 6 to 8 volts. A storage bat¬ 
tery or 6 to 8 dry cells can be used. 
The amperage or current consump¬ 
tion is fixed for each size of Klaxon 
horn as stated under illustrations. 

If In testing horn, as per page 
418, it is found that the current or 
amperage consumption is greater than the fixed 
amount, then it is likely due to dry or dirty bear¬ 
ings, commutator and brushes, caused by instru¬ 
ment not receiving the proper lubrication. 

Connections can be two wire or grounded, per 
page 515. 



*To Adjust the Klaxon Horn. 



To adjust 20L, fig. 1; loosen the lock nut (A.), 
start the current by pressing the push button. While 
it is sounding twist the motor case until no sound 

is heard except 
the buzzing of 
the motor. Con¬ 
tinue twisting, in 
either direction, 
until note is loud 
and clear. When 
note is as de¬ 
sired tighten lock 
nut. 


Fig. 1. Klaxon 20L 
uses 7 amperes. 


To adjust the 
Klaxon 12-L and 
Klaxon-6, figs. 2 
and 3, loosen the 
screws and re¬ 
move cover (C). 
You will find a 





Fig. 2. Klaxon 12L 
uses 8 amperes. 


Fig. 3. Klaxon-6 

uses 5 amperes and 
Klaxette not shown, 
3 amperes. 


Fig. 4. Klaxon-3, hand 
type. Klaxon S3 type 
is same except it has 
a vertical push rack. 


lock nut (A), fig. 
5. While motor 
is running ad¬ 
just screw (S) 
until the note is 
as desired. This 
action forces the 
armature shaft 
with its wheel 
(W) against the 
button (B). Replace cover 
and tighten screws. 

To lubricate; clean and 
lubricate commutator once 
a month as follows: With a 
dry cloth wipe commutator 
clean. Apply a little vase¬ 
line with a clean cloth. 
Use thin oil in winter. Ap¬ 
ply this to commutator. 
Tile slightest film is all that 
is necessary. Every three 
or four months a little vase¬ 
line should be applied to 
toothed wheel (W). Oil 
shaft bearing once a month. 

On the Klaxon 20-L oil 
once a week through oil 
hole (O), fig. 1. Give two 
drops of cylinder oil. 


Miscellaneous Accessories. 



Fig. 4—The Buell compression whistle, screwed 
into cylinder in place of relief cock, operated from 

seat. Mfg’d by Buell Mfg. 
Co., Chicago. 

Fig. 3—A mirror useful 
for seeing car behind. 

Fig. 5—A bumper will 
save lamps and radiator in 
case of collision. Should 
be on rear as well as front 
of car—(see page 736). 



Fig. 6 — Tonneau wind 
shield, mfg’d by J. H. Ton¬ 
neau Shield Co., 1777 
Broadway, N. Y. A very 
desirable accessory, useful 
for winter or summer. 



**The Magnetic Gasoline Tank Gauge. 



These gauges are made for either pressure or 
gravity-feed tank; the amount of pressure makes 
no difference. The principle of the “Triumph” 
gauges is simplicity itself. A hollow metal float 
(F), (fig. 2), tested to one hundred pounds pres¬ 
sure, is threaded upon a gun metal bronze ribbon 
(R), which is suspended from the top of the tube 
and to which a perma¬ 
nent magnet (M) is at¬ 
tached. See p. 162, 823. 

The ' bronze ribbon 
passes through a tube in 
the center of the float. 

As the float travels up 
and down inside the tube 
of the gauge with the 
rise and fall of the fluid 
in the tank, it is turned 
by a spiral cut (0) in 
the tube. This naturally 
causes the metal ribbon 
to make a turn, also 
turning the magnet 
which exercises its pow¬ 
er through the solid 
head of the gauge, and 
turns the magnetic hand 
on the face of the dial. 


CHART NO. 222—The Electric Horn. Miscellaneous Accessories. 


♦See page 418, testing an electric horn. Write Klaxon Co. Newark, N. J. for instruction pamphlet on adjusting 
and caring for the Klaxon. **See page 823 for the “Gasograph,” a very necessary accessory. 



























































































ACCESSORIES. 


515 


**The desirable accessories are such as; 
shock absorbers, which will save their cost in 
time by preventing broken springs and vibra¬ 
tion and jar to the car (see page 26). The 
greatest shock when going over rough places 
on the road is during the rebound. The shock 
absorber absorbs this rebound motion and 
also prevents broken springs. See index 
“shock absorber .” 

A mirror on windshield so placed that the 
driver can see behind him, is another desir¬ 


able accessory, as is also a mechanical tire 
pump. An electric hand lamp with several 
feet of lamp cord—for exploring around the 
engine or car—which attaches to the dash 
light socket by removing the bulb, is also 
very handy. 

A tonneau windshield as per fig. 6, page 
514 might be termed a necessary accessory. 

Lack of space prohibits the enumerating 
of other desirable accessories both wise and 
otherwise. 


Signal 

There are a variety of devices properly 
designated as signal alarms including: 
bells, bulb horns, electric horns, exhaust 
whistles, compression whistles, etc. 

In the early days the mechanical electric 
bell, operated by the foot, was the applied 
method for warning the pedestrian—pos¬ 
sibly this was not necessary as the cars in 
those days made sufficient noise to warn 
a block ahead. 

Then came the bulb horn, but the old 
*tyle bulb horn has about seen its days. 
It is seldom used, because of its difficult 
method of bulb operation and getting out 
of adjustment at the reed. 

The compression whistle is the type shown 
in fig. 4, chart 222. It is desirable where 
there is no battery or where the battery is 
not of sufficient size to operate an electric 
horn. This type of alarm is very popular 
and saves battery current. 


Alarms. 

tThe motor type of electric horn consists 
of an electric motor of small size with its 
armature and winding (M). On the end of 
the armature shaft a case hardened steel 
rachet wheel (W) (see figs. 5 and 6) strikes 
against a hardened steel button (B) on the 
diagram (D). The motor horn is the more 
desirable. 

Construction of the electric motor horn; 
there are two types. The vibrator type of 
horn as shown in fig. 7, chart 222, and the 
motor type, figs. 1, 2, 3, 5 and 6; fig. 4 is 
a hand operated type. 



The exhaust horn or whistle was used 
extensively at one time, but is now seldom 
used. 


The hand operated 
horn, as per fig. 4, is 
not desirable for two 
reasons: one is as per 
above and the second it 
is operated by hand at 
an inconvenient place. 
It is too near driver, 
whereas it ought to be 
nearer the front of car. When side cur¬ 
tains are down the result is, the noise is 
thrown inside of car instead of outside. 



HAND 

ACTUATED 


The vibrating type of electric horn is 
similar to a vibrator on an electric bell. 
Instead of the clapper striking a bell, it 
strikes against an adjustable rod, which is 
connected to a diaphragm (D), as explained 
in fig. 7, chart 222. 


Wiring on electric horn can be either “two- 
wires.” fig. 10, or “grounded” return, fig. 11. 

Fitting the electric horn to a car; a horn 
ought to be placed on the opposite side 
from driver and far away, in front of car 
if possible. The reason is, the noise is then 
away from occupants of car and the sig¬ 
nal is placed where it is most effective, 
usually under the hood, to the front. 

Adjusting a Stewart electric horn, fig. 12, 
is very simple. Always lock screw (3) with 
nut (N) after adjusting. 

Horn brackets fig. 13 are for automobile 
use and are arranged so that horn can be 
mounted at different angles. M and 83 are 
for motor boat use. American Electric Co., 
Chicago, supply brackets. 

Handles for hand actuated horns (fig. 14) 
can be had of some of the horn manufac¬ 
turers,—suitable for long continued blasts 
when used on boats. 


*A Transcontinental Tour 

The transcontinental tour is now compara¬ 
tively easy and decidedly worth while to 
anyone who can possibly arrange to take it. 

I say “now,” because such has not been 
the case in the past. Until very recently, 
a trip across the continent has been more 
or less of an adventure, a somewhat haz¬ 
ardous as well as an expensive and lengthy 


—The Lincoln Highway. 

undertaking, requiring some measure of en¬ 
durance. 

Frank Trego in writing an article for 
Motor Age gives some very interesting data 
on touring. This article,—a part of which 
we give—was printed in Motor Age, some 
time ago, and is reproduced on following 
pages. — continued on page 517 


♦For a shorter tour, the reader can go over the lists on pages 517 to 520 and select what he thinki 
will be required. 

**Lamp lens which are not glaring are necessary in most States. tSee page 418 testing electric horn. 
























610 


DYKE’S INSTRUCTION NUMBER THIRTY-SEVEN. 



■■IG.5 COOKING F IRC 


FiG 6 BAKING f»Pt 


Fig. 6—Explains the method of making a 
cooking fire as described in Mr. Trego’s in¬ 
structions on pages 519 and 520, note the 
iron rods (B) and iron frame with cross rods. 

Fig. 6—Explains the method for building 
a baking fire which must be high. Note the 
sticks (A) are of green material whereas the 
burning material is dry. 0 is the patented 
baker, made of aluminum. 




Fig. 22.—The Auto-Kot Oo. 
manufacture a very serviceable 
and compact adjustable cot 
which can be placed on the top 
of rear seat, and front seat of a 
5 or 7 passenger car. It can be 
folded in a very compact form 
and placed back of the front 
seats. (Peoria Auto-Kot Co., 
Peoria, Illinois.) 



A Camp Bed for 
Motorists That 
can be Folded into 
Small Space and 
Carried on the 
Running Board as 
Shown Above 


T LONG 
4'WIDE *ND 
.HIGH 


7; LONG 
7 WIDE 
AND HIGH 


1-MAN TENT 

FIG. 18 


2 MAIN TENT 
FIG. 19 




Fig. 14—Pictures a new idea of camping. A trailer (fig. 14) is carried with you and it is stated 
it will travel 50 miles per hour along with car. The tent and all parts are placed into this trailer. 

Fig. 16 —Shows the tent when removed from trailer and trailer used as the floor, and tail gate of 
trailer ia utilized for a step. This outfit is made by the Auto-Kamp Equipment Co., Saginaw, Mich. 

Fig. 16 shows another principle. Note the compact form of the outfit (fig. 17) when placed in box 
tm running board and covered with canvas. 

Fig. 18 —Explains Mr. Trego’s method for erecting tent as explained on page 517. The one man and 
two man tent is shown. Note the bottom of tent itself is used to hold the sides. This tent made of balloon 
■ilk can be swung between two trees or poles. 

Another outfit shown below: The tent has a floor 8 feet square 
which is sewed in. An extension of about 2 feet on the front edge 
of the floor can be fastened over the running board of the car. The 
front wall of the tent is 7 feet high and extends over the top 
of the car when the tent is pitched in this way, or it may be used aa 
a straightfront for the closed tent when the car is not attached. 

Two 7-foot poles prevent undue strain on the car top. The poles 
were cut with slip joints to be of proper 4-foot length to carry on 
the running board. The side walls have extensions of about 10 inches 
on the front edges to fasten to convenient places about the car, 
making a tightly closed tent in case of storm or cold wind. One 
side wall has a window, and the other has a door. 

The rear wall is about ZVz feet high and was kept at a convenient 
height by its location near a fence, tree or other object to which 
ropes could be attached. 

The tent was made of khaki at a cost of $18. Folding camp cots 
were used . The use of heavy blankets on the tent floor during cool 
weather w a s y 
preferred to the 
cots. The tent 
was adapted to 
an Overland by 
6 inch flap 
sewed to the 
front wall to i 
make ’Sure of 
protection for 
the car. The 
size given is 
suitable for a 
car having a 
7 Vz or 8-ft. top 


Fig. 20.—To use your watch as 
a compass: Point the hour hand 
of your watch to the sun at any 
time of the day, then lay the watch 
flat in your hand. A point midway 
between hour hand and 12 on dial 
will be due South. 


Tht. .»o*. the arrencemen, 0/ ,0c .«< In ration to ,he The ten, con 0. «« 

alto without 6cln«7 attached to the car 


CHART NO. 223—Camping Outfit. Camping Tents. How to Build a Fire. Watch as a Compas*. 





















































































































TOURING. 


517 


—continued from page 515. 

One can drive for nearly 2,000 miles across the 
country without once being more than half a mile from 
the familiar red, white and blue Lincoln Highway 
markers. 

The only thing which might make a coast-to-coast 
automobile trip a hardship, would be a lack of proper 
equipment and perhaps the wrong time of year. 

The greatest asset on a trip of this kind is “com¬ 
mon sense.’’ The next greatest asset is “efficient 
equipment.’ ’ 

The time required for the trip, with easy driving, 
will be nineteen days, driving approximately ten hours 
per day. This will make an average of approximately 
eighteen miles per hour, during the driving time. 

Dress: White collars and cuffs are impossible in 
camp and soiled linen looks a thousand times worse 
than a flannel shirt. The khaki and flannel are much 
more welcome in a hotel. 

i 

Make ready before starting—not after. Fit yourself 
as well as your car. 

The tent: If a one person affair where two sleep 
together—a balloon silk tent, 7x7x7 feet, A-shaped 
with water proof canvas floor sewed in, and loops 
along the ridge to tie rope when stretched between 
trees or in using poles. (See fig. 19, chart 223.) 

The one person tent, (fig. 18,) called the Trego tent 
can be A-shaped, 7 feet long, 4 feet high by 4 feet 
wide, with a ridge rope sewed on and extending about 
10 feet beyond each end. Floor, water proof canvas 
sewed into the sidewalls which hang over slightly. 

At the head end is a little window covered with 
mosquito netting sewed in, and outside of this is a cur¬ 
tain which may be raised and lowered at will from the 
inside of the tent. At the foot are two .(laps, over¬ 
lapping each other when closed, and . equipped with 
snaps and rings for fastening either open or closed. 
Sleep with the flaps and window of your tent open 
unless it is storming. A rope loop is attached to each 
corner for stakes, but, as a rule, the stakes will not 
be necessary, as the bedding holds down the floor. 

This tent may be slung between two trees. If not 
used in this manner, the ropes at each end should be 
led over 4-foot stakes of some kind and the corners 
of the tent must then be staked down, so that the 
walls will act as cross pieces to keep the end poles 
upright. 

This size tent will take blankets folded once over, 
and all of the extra clothing, etc., can go under the 
blankets at head and serve as a pillow. 

The blankets are to be pinned across the foot of 
the head end, with horse blanket safety pins, procur¬ 
able at any harness store, spacing them about 8 inches 
apart. There should be 2 pair of heavy blankets and 
one cheap cotton quilt. Fold this last mentioned over 
once and place under blankets to serve as a mattress. 

Always keep a small whisk broom handy. 

Sleep with clothes on, unless weather is warm, sim¬ 
ply remove your shoes, leggings (use only canvas leg¬ 
gings, not leather), hat and handkerchief. 

Camp location. Pitch where natural drainage will 
carry water off in case of rain. In the forest, cut a 
lot of small pine branches, no thicker than your finger, 
and rip-rap these with the stems to the foot, making 
a pad the full Width of your tent, and about a foot 
thick, before you lie upon it. If there are no trees to 
furnish this, dig a trench about 3 inches deep by 8 
inches wide just where your hip will come when you 
lie upon your side. This will add wonderfully to your 
comfort. 

It makes no difference how the tent is placed, ex¬ 
cept do not get the foot or open end toward the wind. 

Protection from the wind; try to get the camp out 
of the wind, on account of cooking. Along side of 
the woods is much better than in them, on account of 
the mosquitoes, flies, bugs, etc. Get near running 
water, if possible, although by carrying a 5 gallon 
milk can on running board you are independent. 


Drinking water: Should be selected and carried in 
a 5 gallon milk can which can have a wood circle 
placed on running board to hold in place and straps 
made on the order of a harness over same. Don’t be 
dependent upon other water—keep a supply on hand. 

*When stuck in mud: If the rear wheels are stuck 
in the mud, dig holes in front of the front wheels for 
them to fall into to give the initial start, and, if the 
car does not continue, then block the rear wheels in¬ 
stantly and repeat the operation. Place brush in front 
of the rear wheels and turn them as slowly as possible 
to keep from churning. If one rear wheel is on good 
road, try putting on the handbrake fairly tight to 
destroy the action of the differential, or fasten the 
mired wheel so that it cannot turn, and the other 
wheel will do the work and slide the mired wheel 
along the ground. 

The instant you realize you are getting stuck in 
sand or mud, stop right there and look over the situa¬ 
tion, instead of fighting the car and burying it deeper 
and deeper. 

Start early and stop before dark to select the camp 
site. 

Use the windshield up to keep the hot, dry air from 
burning your face, and have the top up all of the time 
for like protection. 

Get all of your guide books before you start. 

In asking directions, always apply to a garage or 
livery stable, but do not depend upon farmers, as their 
knowledge of the road does not extend very far. 

If a party of four, let one do the cooking, another 
gather fire wood, another put up the tents, and the 
fourth go over the car with oil can and turn up all 
grease cups, adjust brakes, etc. 


The Car Kitchen. 

This outfit is designed for four people and weighs 
about 10 pounds. All items marked t may be pur¬ 
chased at Yon Lengerke & Antoine, Chicago, or Aber¬ 
crombie & Fitch Co., New York, and the unmarked 
items may be obtained at almost any store dealing 
in such goods. 

1 Arizona camp grate, 24 by 12 ins.t 
1 Set pot hooks.J 

1 Aluminum folding baker, 8 by 18 ins.t 
1 Canvas case for above baker.t 

The following Armorsteel pieces of cooking outfit 
may all be purchased at above mentioned firms. 

1 Frying pan, 9% inches wide, with patent handle. 

1 Cooking pot, 9% inches wide. 

1 Cooking pot, 8% inches wide. 

1 Cooking pot, 7% inches wide. 

1 Coffee pot 6% inches wide. 

4 Soup bowls, 4% inches wide. 

5 Cups, 4 inches wide. 

Don’t use aluminum cups. 

6 Plates, 8% inches wide. 

4 Forks, with four prongs, 7% ins. long. 

4 Knives, 8% inches long. 

G Teaspoons. 

2 Cooking spoons. 

1 Carving knife, 10 X A inches long. 

1 Sharpening stone. 

1 Set tin lids for the pots and frying pan. 

1 Pancake turner, 3 by 4% inches. 

1 3-prong cooking fork. 

1 Collapsible wash basin, 12 by 3 ins.t 
1 Camper’s carbide lamp. 

Abercrombie & Fitch Co. No. 3A937. 

Be careful to read the instructions. 

1 lb. Carbide for above lamp.t 

2 Canvas duffle bags, 10 by 24 inches (use for food 
only).1 

1 doz. Food bags, 9 by 9 inches.! 

2 Food bags, 9 by 14 inches.! 

1 Agateware milk can with ' tight lid—2-quart. Use 
for the stewed fruit only. 

2 Patent egg carriers. 

1 Tin bread pan, 10 by 4 inches. Use also for wash¬ 
ing dishes. 


*Pull-U-Out Sales Co., 2024 Market St., St. Louis, Mo., manufacture a device suitable for this purpose, see index. 

tRead matter under head of “The Car Kitchen” above. The Prentiss Wabers Stove Co., 34 Spring St., Grand 
Rapids, Mich., manufacture camp stoves. Marshall Field Co., Chicago, supply complete camping outfits. 


618 


DYKE’S INSTRUCTION NUMBER THIRTY-SEVEN 


1 Inspirator, for camp fire—(2 feet small rubber 
hose, one end of which is slipped over one end 
of a 3-inch piece of copper tubing and the other 
end of this tubing is flattened to make a slit about 
s*a inch opening). This is a wonderfully handy 
thing for getting a balky fire going. 


Car Equipment: 

This equipment is suitable for a transcontinental 
trip of for a shorter one: 

2 Extra tires mounted on demountable rims. 

2 Extra tires with tubes, covers on them. 

4 Extra tubes in bags, under rear seat. 

5 Gallons good water. 

*60 Feet fg inch flexible steel cable. 

1 Medium size shovel, strapped to running board. 

2 Gallons engine oil, in 1-gallon cans. Under front 
seat. 

1 Set weed chains, heavy type. 

6 Extra cross chains. 

1 Set spring chain tighteners. 

1 Set regular tools for car. 

1 Oar jack. 

1 Pair good cutting plyers. 

1 Piece hardwood 1% inches by 4 feet by 10 inches. 
1 2-quart canteen. Buy west of Missouri river. 

1 Blow-out patch for casing. 

3 Extra spark plugs. 

8 Feet high-tension wire. 

8 Feet low-tension wire. 

1 Extra valve and spring complete. 

1 Medium-sized axe. Strap to running board. 

1 Small can Le Page’s glue, for mending camera, 
etc. 

1 Hose, upper radiator connection. 

1 Hose, lower radiator connection. 

1 Canvas folding bucket for water; 9 by 12 inches. 
1 Can cup grease. Under front seat, and so packed 
that it cannot upset when melted. 

1 Set extra electric lamp bulbs. 

1 Set extra fuses for electrical system. 

2 Packages small, cheap towels, for wiping ma¬ 
chinery, etc.; one dozen in each package. 

150 Feet *4 -inch best Manila rope, for packing, etc. 


Personal Equipment: 

When on a camping motor trip, the first thing of 
importance is common sense. The second is proper 
equipment. 

Now for the list. This is the minimum for a long 
trip, and of course, may be added to according to the 
tastes and ideas of the individual, but more is entirely 
unnecessary and should be avoided, if possible. 

1 Pair tan shoes, light-weight. Don’t wear new 
shoes. 

3 Pairs light cotton lisle socks. 

1 Pair canvas puttees, light-weight. 

Don’t wear leather.! ' 

2 Pairs kahki riding breeches, laced below the knee. 
Don't wear corduroy.! 

2 Pairs light wool drawers. 

2 Light-weight wool shirts to match above. 

2 Pairs B. V. D. under suits. 

2 U. S. Army officers’ brown shirts with patch 
pockets. These are twice as warm as $2.50 flan¬ 
nel shirts, and are practically wind-proof.! 

1 Light-weight kahki coat. To wear in towns.! 

1 Heavy mackinaw coat with shawl collar. For driv¬ 
ing when it is cold at high altitude and by the 
camp fire.! 

1 Pair light-weight gauntlets, for driving. 

1 Pair old street gloves, for wear around camp. 

1 Kahki hat with narrow’ brim. Cut Vz -inch ventila¬ 
ting holes on each side.! 

2 Blue and white bandanna handkerchiefs. Tie up 
snug to your neck and don’t wear loose like the 
pictures of cowboys. 

6 Pocket handkerchiefs. 

1 Pair light-weight moccasins. For wear around 
camp and to sleep in.! 

1 Toothbrush. 

1 Hair comb. 


1 Pocket knife, three blades and strong. 

1 Pocket compass.! 

1 Safety razor and two extra blades. 

1 Can shaving powder. 

1 Shaving brush. 

1 Mirror, small. 

1 Ingersoll watch, with fob. 

1 Pair yellow goggles. Don’t forget these. 

1 Pair white goggleB. 

1 Tube tooth paste. 

1 Package bachelor buttons. 

1 Pair scissors, small. 

1 Set needles and thread. 

1 Pair manicure scissors. Don’t forget these. Hang¬ 
nails are a great source of trouble on long trips. 

1 Narrow leather belt. 

1 Stick camphor ice. Much better than any form 
of cold cream and very handy in package. Use 
it only at night unless riding in the shade of the 
top, as the hot sun will blister the lips on account 
of the beads of moisture acting as lenses on the 
lips after using the camphor ice. 

2 Dozen cathartic tablets 

1 Package gauze. 

3 Rolls gauze bandages, 2 inches wide. 

1 Tube vaseline, for burns, guns, etc. 

2 Pairs 5-lb. w r ool double blankets.! 

I Cotton quilt. 

1 Tent. Trego sleeping tent. Purchase at Von Len- 
gerke & Antoine, Chicago. 

1 Camera. 

12 Rolls film for camera. 

1 Welcome photographic exposure record. This is 
a red book bought at any photo supply store. 

1 Small whisk broom, for use in tent, etc. 

1 Silk sleeping cap, to pull down over the ears. 

2 Coarse towels. 

2 Pipes, if you are a smoker, and plenty of your 
favorite tobacco. 


What to Cook and How. 

Bacon: This is the standby of all camping parties 

and is really the best meat to carry, as it keeps well and 
is easy to cook. It should be placed on bread and eaten 
as a sandwich, thus you will not miss butter. Fresh 
meat should be attempted only by the expert cook. 
There is a science in cooking bacon, and but few people 
seem to catch the idea. I will try to make it as clear 
as possible. 

In the first place, do not buy the sliced bacon under 
any circumstances. Buy the bacon in the slab, a» 
lean as possible, and of the very best quality. Buy 
one full slab at a time as you go along and cut this 
into three pieces to go into one of the larger foed 
bags. Now, when slicing the bacon before each meal, 
cut the slices at least & to ^4 -inch thick. Bacon which 
is sliced thin, cannot possibly be fried properly, as it 
will curl up in spite of you and burn one end while the 
other end is raw. 

Cutting the bacon: After cutting the slices down 
to the rind, cut this off by passing the knife under 
the slices horizontally, with the slab lying flat. Lay 
the slices in the frying pan, putting in as many as 
may be required, regardless of whether they rest on 
top of each other or not. Set the pan on the grate 
and, after the grease begins to form, tilt the pan this 
way and that, so that the grease flows all through 
the slices. Watch it carefully and turn the slices 
frequently with your fork. In the meantime, have a 
plate warming on one corner of the grate, and as the 
slices become fairly brown on both sides, pick them 
out with the fork and pile them up as closely as pos¬ 
sible on this plate. As soon as all are done, cover 
the plate with another and set where it will be kept 
warm. This will keep the slices moist with the heat 
and grease left in them and they will not become brittle 
and dry. The remaining grease in the pan can now be 
poured into one of the cups for future use. or that 
meal, for frying eggs, etc Eggs fried with bacon 
grease have a fine flavor. 

It is astonishing how few cooks know how to cook 
rice so that the grains will be soft and yet stand apart. 


* A good auto tow line (flexible wire) is manufactured by A. Leschen & Sons Rope Co., St. Louis. It is called 
“Hercules Wire Rope Towing Line’’ and is 25 ft. long between end fittings. 

iSee foot note page 517. 


TOURING. 


519 


Boiled rice is a great dish for camp, if properly cook¬ 
ed, but is miserable stuff if cooked into a thick paste. 

Take next to the largest pot and fill it about three- 
quarters full of cold water and add about one-half 
teaspoon of salt, then put in three-quarter cup of rice 
and put on the lid, placing the pot over the fire 

on the grate where it will get a good heat to boil. 
The rice should boil for about 30 minutes, and if de¬ 
sired, it may be tested by gathering a little in the 
•poon and chewing it, to see that the grains are soft. 
Stir frequently and scrape the bottom of the pot with 
the spoon. 

After the rice is done, take the pot to one side of 
the camp and pour off all the water you can by hold¬ 
ing the lid in place and turning the pot almost upside- 
down. Now set it to one side with the lid on until 

needed, and the rice will steam so that the grains 

will stand apart. You will find this a delicious dish, 
which should be served with evaporated milk and 
sugar, or with a sauce of fruit juice. Cook a fresh 
lot for each time served and do not try to save it for 
the next meal. If you have too much rice for the quan¬ 
tity of water it will produce a mixture like glue, and 
is poor stuff to eat. 

Fifteen-minute bread: Most campers will shy at 
making bread, but really it is very simple and is 
made in about 15 minutes. The patent baker is a 
marvel and will brown the loaf equally on top and 

bottom, no matter how the wind blows. A special kind 
of fire is required to bake bread, so do not attempt it 
at the regular cooking fire. 

>*To build the correct fire, drive two stakes in the 
ground about 2 inches apart and 2 feet from there 
drive in 2 more likewise. Between the vertical stakes, 
lay a wall of sticks about 1 to 1%-inch thick, perfer- 
ably green sticks, and against this wall set .a lot of fire 
stuff which will burn rapidly and make a high flame 
with little smoke. You must have a high flame. This 
should be kept going brightly until the bread is done. 
(See fig. 6, chart 223.) 

Test the bread by piercing the loaf with a sliver 
of wood. If no dough sticks to the sliver, then the 
bread is done. Of course, it should be fairly brown on 
top before testing. Leave the pan in the baker and 
remove from the fire, setting to one side where it will 
receive a little heat from the regular fire to keep warm. 
The aluminum baker will retain the heat for quite a 
while. 

Carry whole wheat flour only, and in the larger 
food bag. Of this take one and one-half cups and 
put it into the bread pan for mixing. Add to this 
one and one-half heaping teaspoonsful of baking powder, 
one level teaspoon of salt, three teaspoons of sugar 
and one and one-half cups of water. Stir gently until 
thoroughly mixed, but do not beat. Warm the baking 
pan and then grease it all over the bottom and around 
the sides and corners with a strip of bacon rind, then 
pour in the batter you have made and place the pan 
in the patent baker. Set this before the baking fire 
quite close, say one to two feet. It will begin to rise 
immediately and will bake into a loaf about one to 
one-half inches thick, which will be just right for four 
hungry people. This bread is great, and will stick to 
your ribs on the long hike. It is so much better than 
baker’s bread and very little trouble after you once 
get the hang of it. 

Dessert a la tour: You will find that stewed fruit 
is far ahead of the canned goods and much better 
food. In the food list you will notice that peaches, 
prunes and apricots are specified, dried. These will 
all be mixed together and used that way. The flavor 
is much better than when used separately. 

Fill your 2-quart milk can about one-third full 
of this dried fruit and then fill up with cold water, 
adding three tablespoons of sugar the day before you 
start, and then at the first night stop, place the can 
on the grate over the fire and allow to simmer, first 
loosening up the lid to let the steam escape. After 
serving the fruit, you can put in more fruit, add more 
water and sugar and carry it with you to the next 
stop, repeating the simmering process. In this manner 


the mixture will become quite syrupy and of fine 
flavor. About every 3 days empty the can and wash 
out with hot water, beginning over again as you did 
in the first place. 

The breakfast drink: Use 3 teaspoons of ground 
coffee to one cup of cold water in the coffee pot. Set 
on the fire until it comes to a boil, then pour one-half 
cup of cold water over the top, going round and 
round, and a little down the spout. Set the pot aside 
until served and then pour carefully and slowly, and 
the coffee will be clear. 

No egg or anything of that sort is needed to make 
clear coffee. If the coffee food bag is tied tightly, 
it will keep in the ground state all right, so do not 
carry it in the can in which it is sold. 

Tea: If tea is used immediately, pour boiling water 
over the tea leaves and let stand for a few moments 
only. If it stands very long with the leaves in the pot, 
it will make a mixture which will absolutely tan the 
lining of your stomach. If the tea is to be kept for any 
length of time, put the tea leaves in a piece of cheese 
cloth and tie with a bit of string, fishing this out of 
the pot after the tea has soaked for a moment in the 
boiling water. Shake out the cloth and put away for 
the next time. If the cloth is used, you can save the 
tea for a long time and serve cold, if desired. This 
is often handy for the late hunter in camp, if side 
hunting trips are made away from the car. 

a 

The army ration: Erbswurst, (pea sausage in 

English) powdered pea meal and bacon. This is a very 
palatable and nourishing food, and is used extensively 
as the perfect army foot by the nations of Europe. 
It is sold in round packages about 1 inch in diameter 
and 4 inches long, and each package is marked in 6 
divisions, one of which is to be used for each cup of 
water. Boil for 20 minutes. It is already seasoned. 

Pan cakes are very nice for a change and should 
be served with maple syrup, as one craves sweets 
when living out of doors. Buy the syrup in small cans. 
For the cakes, buy self-rising buckwheat flour and 
mix with cold water, with possibly an egg added for 
richness, until the batter is quite thin and will run 
readily from the spoon. Rub the frying pan with 
grass or a rag thoroughly to smooth its surface, then 
grease with a strip of bacon rind and pour in a large 
spoonful of batter at a time, while the pan is piping 
hot. The pan will hold 3 cakes of this size at a time. 
Cut them apart with the pancake turner as soon as 
you can and loosen them from the frying pan by slip¬ 
ping the turner under the cake without lifting it. As 
soon as you can handle them on the turner, flop them 
over to brown on the other side. If the batter is not 
thin enough, the cakes will be tough and heavy. 

Potatoes are really a necessary article of food pn 
a long trip lasting several weeks, and should be served 
about once each day, if convenient. Peel the potatoes 
and then boil them in the largest pot for about 20 
minutes if you are going to fry them, and 40 minutes 
if they are to be served boiled only. 

In high altitude, the boiling process will require 
much longer, as the water boils at lower temperature. 

“All that bubbles does not boil’’ in the high moun¬ 
tains. 

To fry the potatoes, first boil them as above directed 
and then cut into slices about V 4 -inch thick. Pour 
about -fa -inch of the bacon grease into the frying pan, 
covering It evenly. Heat this on the fere until it siz¬ 
zles and put in the potatoes. Take a kmfe and im¬ 
mediately chop the potatoes into small pieces and put 
on the cover. Stir and turn over frequently with the 
knife and test them for softness with its point. When 
nice and soft they are ready to serve and the bacon 
grease will give them the desired browning. The 
bacon grease has a much better flavor than lard. 

Canned Goods: These are good for a change, where 
they can be conveniently carried, but are not at all 
necessary. In all cases of vegetables and soups, simply 
pour the contents of the can into one of your pots and 
heat it over the fire. Do not forget to stir it to keep 
the mixture from sticking to the bottom of the pot. 


*See page 519 for building a “cooking fire’’ and “camp fire’’. 


520 


DYKE’S INSTRUCTION NUMBER THIRTY-SEVEN. 


Water: Be very careful of the water you drink, 

especially west of the Missouri river. If there is a 
white deposit around the edge of the lake or pond from 
which you wish to get the water, it is alkaline and 
will make you very sick. Fill your big milk can with 
good water in the towns and then drink that instead 
of taking a chance on water found by the roadside. 
Animals can drink alkali water without harm, whereas 
it would seriously affect a human being. 

This 5-gallon supply of water will be used for all 
purposes, as it will be required only for the radiator 
in case of accident. Fill the radiator when you fill 
the gasoline tank and you will have all you need. 

Cooking fire: This fire is to be built under the 
grate the four legs of which have been driven into the 
ground until the grate is about 8 inches high. Build 
this fire of small sticks, from the size of your finger to 
1-inch diameter. No larger. Have this fire at some 
distance from the cars and from the main camp fire 
and on the lee side of both. The sticks should not be 
over 14 inches long. The smaller the fire, the better 
to keep the heat down, so that the cook is not roasted 
as well as the food. You may build the fire the 
full length of the grate if you wish, but keep it down. 
Do not attempt to cook at the camp fire, for the smoke 
and heat will make it a martyr’s job. Fig. 5 shows 
the proper method. 

A baking fire: Build this away from the other 
two as shown in fig. 6. 

Camp fire: Do not build this near the cars and 
be sure to have it on the lee side of them on account 
of possible sparks. Build a moderate sized fire only, 
»o that you can gather closely around it and converse 
easily. “Injun build little fire and sit up close—white 
man build big fire and sit away off.” Build yours 
the Indian style. 

Be sure to put out all fires with your shovel before 
breaking camp. The western forestry laws are very 
strict about this. 

Packing: Packing the outfit on the car is quite 

important and it should be standarized at the start 
and then everything always should go back in the 
same place. Much time may be saved if this is carried 
out as all of the party become familiar with the loca¬ 
tion of each item and the car will be loaded in an 
astonishingly short time. 

Method of stowing is as follows: 

Cooking grate—Under floor mat in tonneau. 

Large water can—Right running board forward. 

Extra tires not on rims—Left running board forward. 


2 tent beds—On end, each side of back of front seat. 
Tie to robe rail. 

Cooking utensils—Between these beds in tonneau. 

I tent bed—Right running board. Strapped on. 

1 tent bed—Left running board. Strapped on. 
Shovel—Left running board behind tires. 

Axe—Tonneau floor just back of beds. 

Food bag—Tonneau floor. Passengers can rest feet 
on it. 

Patent baker—Hanging where it will not be crushed. 

The cooking utensils all go into a canvas bag which 
is sold with them and the outfit is very compact. 

Food List: 

2 Slabs best bacon—lean. 

5 Pounds whole wheat flour. 

5 Pounds sugar. 

1 Pound salt. 

2 Pounds best baking powder. 

2 Cans maple syrup, small cans. 

1 Can pepper, small. 

8 Pounds ground coffee. 

12 Cans evaporated milk, unsweetened. 

1 Roll surgeon’s plaster 1 inch wide—for sealing 
cans, etc. 

5 Pounds dried fruit—apricots, peaches, prunes in 
equal portions. 

1 Pound tea. 

1 Can cocoa. 

1 Pound self-rising buckwheat flour. 

3 Pounds rice. 

2 Cans tomatoes. 

2 Cans corn. ' 

2 Boxes graham crackers. 

4 Quarts potatoes. 

12 Packages Erbswurst. 

2 Dozen eggs in patent carriers. 

2 Boxes bouillon cubes. 

Some of the Concerns who Make Camping 
Equipments. 

Marshall-Field Co., Chicago, camping refrigerators, 
lunch equipment, tents and complete camping outfits. 
Cozy Camp and Auto Trailer Co., Indianapolis, Indiana. 
Auto-Kamp Equipment Co., Saginaw, Mich. 

Ideal Mfg. Co., North Kansas City, Mo., folding shovel. 
Peoria Auto Kot Co., Peoria Ill. 



Route of the Lincoln Highway. Further information can be had by writing Lincoln Highway Association, Detroit. 


The Official Automobile Blue Book, a Road G-uide 


Assists in planning a tour and gives detail running 
directions. 

Vol. No. 1. New York and Adjacent Canada. 

Vol. No. 2. New r England and Maritime Provinces. 

Vol. No. 3. New Jersey, Pennsylvania, Delaware, Mary¬ 
land, District of Columbia and W. Virignia. 

Vol. No. 4. Lower Mich., Ind., Ohio and Ky. 

Vol. No. 5. Ill., So. Wis., Iowa, Mo. & W. Ky. 

Vol. No. 6. The Southeastern States. 

Vol. No. 7. Colo., N. Mex., Texas, Kansas, Okla., Ark., 
La. 


Vol. No. 8. Calif., Utah, Nev., Ariz. 

Vol. No. 9. Wash., Oreg.., Idaho, B. C. & Alta. 

Vol. No. 10. Mont., Wyo., N. & S. Dak., Nebr. and 
No. Col. 

Vol. No. 11. Wiscn., Minn., No. Ia., No. Ill., upper 
Mich. 

Vol. A. New York City Metropolitan Blue Book. 

Vol. T. Main trunkline highways of U. S. 

The price of each volume is $3.00. The address of 
publishers are The Automobile Blue Book Publishing 
Co., 243 W. 39th St., New York, 910 S. Michigan Ave., 
Chicago. 


The Jefferson Highway is another international highway, extending from Winnipeg, Canada, to New Orleana, 
La. Headquarters are St. Joseph, Mo. 

A very large space in which to carry needed articles on a tour is to provide a long box, width of running board 
and cover with black rubber carriage top cloth. This will make a good dust and rain proof receptacle in which 
to carry clothing, lunch boxes, etc. 











521 


INSTRUCTION No. 38. 

INSURANCE, LICENSE AND LAWS: Kinds of Insurance. 
Automobile Registration Fees. Chauffeurs' License. Laws 
of Different States. Some of the Questions Asked by Some 
of the State Board of Examiners. SELECTING A CAR; 
buying a new car; judging a second-hand car; buying a 
commercial car. 

^Insurance. 


Fire insurance is very essential to the 
operation of an automobile, on account of 
the exposure' it is subjected to, both on the 
street and in the garage, and most owners 
carry fire and theft policies. 

Liability insurance is also a very im¬ 
portant asset, and owners should be very 
careful about their selection of a company 
to carry their risk. The company should 
necessarily be one with large assets, and 
of sufficient financial strength to protect 
the policy holder through years of action 
in the courts, because in some cases; espe¬ 
cially where serious injury is involved re¬ 
gardless of the cause or blame for the ac¬ 
cident, years have elapsed before settle¬ 
ment is agreed upon, or final judgment is 
rendered. 

Kinds of Insurance. 

There are five classes of automobile in- 

« i 

surance, as follows: 

(1) Fire and theft. 

(2) Liability. 

(3) Property damage. 

(4) Collision. 

(5) Loss of use. 

Fire and theft can be combined in one 
policy, or fire insurance can be written 
separate excluding theft; but the theft fea¬ 
ture cannot be written unless accompanied 
by the fire insurance. Collision can also 
be included in the fire only, or the fire 
and theft policy, but it like the theft insur¬ 
ance cannot be written separately. Liabili¬ 
ty and property damage is usually written in 
a separate policy, although several com¬ 
panies are writing a joint “all risks” pol¬ 
icy covering fire, theft, liability, property 
damage and collision. This can be done by 
re-insurance between the liability and the 
fire companies. 

(1) The standard automobile fire and 
theft policy covers the body, machinery and 
equipment of the car. Extra bodies, robes, 
automobile coats, hats, caps, gloves, leggings, 
boots, goggles and chauffeur’s livery are 
not included unless provided for under a 
separate endorsement, for which additional 
premium is charged in accordance with the 
amount of coverage desired. Automobile 
fire insurance is written in two forms; one 
covers fire and theft, and is known as a 
“valued policy” on account of the com¬ 
pany being liable for the amount stated 
in the policy at the time of a loss; the other 
provides that the company may deduct a 
reasonable amount from the loss for de¬ 
preciation however caused. A credit in the 
rate is given for the latter form of cover¬ 
age which is known as the “non-valued 


form.” A credit of 15 per cent is granted 
from the fire rate where an approved chemi¬ 
cal fire extinguisher is attached to the auto¬ 
mobile. 

Theft insurance as stated above can only 
be written in connection with a fire policy, 
and the same conditions regarding “val¬ 
ued” and “non-valued” clauses apply. On 
all cars listing under $2000.00 the com¬ 
panies require the attachment, of an ap¬ 
proved locking device for which a credit of 
15% is granted from the theft rate. Where 
no lock is provided an additional charge of 
$15.00 is made. 

(2) Liability insurance provides pro¬ 
tection against accidents to the public re¬ 
sulting in injury or death. The usual 
limits of liability are $5,000.00 for an 
accident resulting in an injury to one per¬ 
son and $10,000 for an accident resulting in 
injury to more than one person. The pur¬ 
pose of this insurance is to pay judgments, 
costs of court, attorney fees, witness fees, 
investigation and settlement costs, p-nd other 
expense necessary to the protection of the 
automobilist, not exceeding however, the 
limits above stated. These limits may be 
increased where necessary by payment of 
additional premium. 

(3) Property damage insurance covers 
damage to the property of others, not ex¬ 
ceeding one thousand dollars. 

(4) Collision Insurance covers loss or 
damage to your car caused by a collision 
with another object. There are three classes 
of collision insurance; one known as the 
($50.00 deductable form), provides that 
the company will deduct $50.00 from each 
claim; another known as the ($100.00 de¬ 
ductable form), provides that the company 
will deduct $100.00 from each claim, and 
still another known as the (full coverage 
form), which provides that the company 
will pay all claims in any amount. The 
insurable value on collision insurance is 
based upon the same principle as fire insur¬ 
ance, a fixed percentage of the list price of 
the car being granted in accordance with 
the age, use, physical condition, etc. 

(5) Loss of use: This form of coverage has 
just recently been included, and applies in connec¬ 
tion with the property damage insurance, provid¬ 
ing reimbursement to the owner on account of 
sums he may be called upon to pay to others 
through the loss of the vehicle which has been 
damaged; i. e.: cost of rental of another vehicle 
pending repairs to the one damaged, not exceed¬ 
ing one thousand dollars. 

Rates. 

Insurance rates vary in different parts of 
the country, therefore it is advisable to see 
your local insurance agent. 


* AUTOMOBILE LICENSE OF DIFFERENT STATES; the cost and how to secure a license. 

There are two kinds of license issued for automobiles; one to the owner of the car which covers a tax or fee on a car as well 
as the privilege of the owner to drive the car. The other, is a license issued to a professional chauffeur. 

Some states do not require chauffeurs’ license. Other states require the chauffeur to obtain-a license which is usually done 


522 


DYKE’S INSTRUCTION NUMBER THIRTY-EIGHT. 


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524 


DYKE’S INSTRUCTION NUMBER TIIIRTY-EIGIIT. 


ADMISSION OF CAES INTO CANADA. 


The customs regulations governing the tem¬ 
porary admission of motor cars into Canada, as 
contained in memorandum No. 1571B, in force 
April 1, 1910, and reprinted below, require gen¬ 
erally a bond for double the estimated duties and 
a deposit of $25. For motor cars remaining in 
Canada not more than three days, a permit is is¬ 
sued, apparently without deposit or bond. 

1. Motor cars manufactured abroad and not 
duty paid, when imported into Canada by the 
owners personally who are non-residents of Can¬ 
ada or temporary visitors therein, may be ad¬ 
mitted under bond or upon cash deposit, for 
owners for touring purposes only, provided the 
owner is in nowise connected with any motor 
car business and that the machine is not to be 
used for any commercial or business pursuits 
whatever while in Canada, and subject to the 
following regulations and conditions: 

(a) The motor car shall be reported on form 
approved (E29^) in duplicate, at the custom¬ 
house at the port of importation, where a care¬ 
ful examination and appraisement shall be made. 

(b) As invoice showing the selling price of 
the motor car shall be produced when practicable, 
as an aid to the collector in determining the 
value, 

(c) Upon receiving a deposit of $25 and a 
bond executed in Canada in approved form for 
double the estimated duties, conditional for th' 
due exporation of the motor car covered thereby 
within three months from date of bond, the col¬ 
lector may grant a permit accordingly, to be in 
dorsed on the duplicate report, for the use of the 
motor car in Canada for touring purposes. 

(d) The bond shall be signed by the importer 
and by two residents; or by the importer and by 
a resident of Canada who has deposited with 
the collector of the port of entry, the general 
guaranty of an incorporated guaranty company, 
authorized to do business in Canada, and which 
guaranty is then available as a security in the 
case; provided, that the special bond of an in¬ 
corporated guaranty company authorized to do 
business in Canada, may also be accepted, in ap¬ 
proved form, instead of the bond first herein 
mentioned, and that the cash deposit of $25 may 
be dispensed with in any case covered by a spe¬ 
cial or general guaranty bond. 

(e) The bond shall be filed by the collector 
with the tourist’s report attached, and the dupli¬ 


cate report shall be handed to the tourist with 
permit and receipt for deposit indorsed thereon. 

(f) The deposit shall be subject to refund by 
the collector upon return of permit, with proof of 
the exportation of the motor car within three 
months from date of bond. In default of the 
exportation of the motor car with proof of such 
exportation, to the satisfaction of the collector 
within three months from the date of importation, 
the deposit is to be entered as customs duty, and 
the provisions of the bond enforced. 

(g) The term ‘‘motor car” herein is to be 
held as including the outfit accompanying the 
motor car. 

2. Motor cars manufactured abroad and not 
duty paid, may not be reimported for touring 
purposes within six months from the time of 
their exportation after previous entry in bond 
for touring purposes. This limitation, however, 
shall not apply to motor cars provided for in the 
section next following: 

4. The regulations in memorandum 940B, of 
July 31, 1897, concerning teams and carriages 

crossing the frontier, provide that where the 
persons in charge of such teams and carriages 
are well known to the customs officer, he may 
allow the outfit to cross the frontier and return 
within one week, subject only to the usual re¬ 
port, search and examination. This provision 
may be extended to tourists’ motor cars when 
the customs officer is satisfied that the motor 
cars will be used only within the limits of the 
port of importation, and vicinity in conformity 
with customs, laws and regulations. 

British Columbia. 

Write The Western Canadian Motorist, Fourth 
Floor, World Bldg., Vancouver B. C. for copy 
of the laws. The registrations are made with 
the superintendent of Provincial Police. 

Vancouver, B. C. have a street traffic by-laws, 
issued by the city of Vancouver. 

Quebec. 

Quebec Moto-Vehicle Laws can be obtained 
from The Provincial Treasurer, or Mr. C F. 
Dawson, Collector of Inland Revenue; City Hall. 
Montreal, Quebec. 

Canal Zone. 

Write to Colonel Chester Hardy, Governor—for 
information. 


CHAUFFEURS’ EXAMINATION QUESTIONS. 


The questions below are not a standard set but merely gives 
times asked the applicant for chauffeur’s license, in those states 
states the applicant must also show his ability to drive a car. 


an idea as to the questions 
requiring examination. In 


some- 

some 


Q. 1.—What vehicles usually have the right of 
way in large cities? 

A.—Fire department, ambulance, mail wagons 
and heavily loaded trucks, police and 
emergency wagons. 

Q. 2.—What do you do when running parallel 
to a street car and the latter stops to 
allow passengers to alight? 

A.—Slow up, stop, or pass 8 feet away. 

Q. 3.—What would you do if your car caught 
fire ? 

A.—Turn off gas at supply pipe, smother 
flames with coat, blanket or sand (do 
not use water) and get a fire extinguisher 
into action as quickly as possible. 

Q. 4.—Of what use is the carburetor to a gaso¬ 
line engine? 

A.—It mixes air with the gasoline in proper 
proportion. 

Q- 5.—How can you detect when your engine is 
losing compression? 

A.—By loss of power when running, or by 
cranking slowly to test each cylinder, or 
by a hissing noise on compression stroke. 

Q. 6.—What would you do when climbing a hill 
and your brakes refused to hold and your 
gear refused to mesh ? 

A.—Back car crossway of road. 

Q- 7—What would you do if ascending a hill at 
a high rate of speed and a car crossed 
vour oath from a crossroad ? 

A.—Blow horn and slow up, or stop or turn 
car in same direction as other car is 
running. 

Q- 8.—How would you ascertain the amount of 
gasoline in your tank at night? 


A.—Measure it with a stick or rule, being 
careful to keep any flame away from open¬ 
ing of tank. 

Q- 9-—What offense would justify a magistrate 
to revoke your license? 

A.—Driving while intoxicated or trying to 
escape after an accident on the highway. 

Q- 10.—How can you tell when your differential 
is out of order? 

A. By unusual noises or if both rear wheels 
do not run evenly after ascertaining that 
the brakes do not need adjusting. 

Q- 11-—What precautions do you take in driving 
on a dark or rainy day? 

A.—Put on skid chains drive slowly and care¬ 
fully. 

Q- 12. -V hat action would you take if vou in¬ 
jured any person on a highway? 

•A. Stop and render any assistance possible, 
notify an officer. 

Q- 18. What are several causes of your engine 
overheating? 

A. Lack of water, no oil, running on too rich 
a mixture or too far retarded spark, loose 
or broken fan belt. 

Q- 14.—What are the road and street speed laws 
of most cities? 

A.—Not allowing to run over 30 miles an 
hour, and 4, 6 or 8 in the city; use 
judgment. 

Q. 15.—What are the causes of the rear tires 
wearing unevenly? 

A. Wheels out of alignment, brakes out of 
adjustment. 


CHAUFFEURS’ EXAMINATION QUESTIONS. 


525 


Q. 16.—How would you start the car if unable 
to turn the crank? 

A.—Jack up the rear wheel, putting speed 
lever into high gear. After starting the 
engine, put the lever in neutral. 

Q. 17.—What would you do if your engine stalled 
in the middle of a R. R. track? 

A.—Flag a train that may be approaching or 
push car off track, put speed lever in neu¬ 
tral and start engine as quickly as pos¬ 
sible. 

Q. 18.—What is the cause of light Bmoke issuing 
from the exhaust pipe? 

A.—Too much oil in crank case or too much 
gasoline. 

Q. 19.—In what position would you leave your 
car at the curb ? 

A.—As near the curb as possible, right side 
on. 

Q. 20.—What precaution would you observe in 
driving near a fire hydrant and discharg¬ 
ing passengers from your car? 

A.—Stop at least ten feet from the hydrant, 
(varies from 6 to 20 feet.) 

Q. 21 .—What is your spark lever for? 

A.—For controlling the timer or breaker on the 
magneto. 

Q. 22.—What is your gas lever for? 

A.—For controlling the amount of fuel for 
the engine. 

Q. 23.—What is your accelerator for? 

A.—A foot control for the throttle. 

Q. 24.—What is the clutch on your car for? 

A.—For engaging or disengaging the engine 
from the driving wheels. 

Q. 25.—What is the difference between a contract¬ 
ing and an expanding band brake? 

A.—An expanding brake expands on the in¬ 
side of the brake drum, while a con¬ 
tracting brake tightens around the out¬ 
side of the drum. 

Q. 26.—What equipments are required by law on 
motor vehicles? 

A.—License number plates on front and rear 
of machine, 2 side lamps, 1 tail lamp 
and horn or other signaling device. 

Q. 27.—What should be the position of the speed 
lever in starting an engine? 

A.—In the neutral position. 

Q.28.—How many kinds of brakes are there on 
automobiles ? 

A.—Two; running or foot brake and emergen¬ 
cy or hand brake. 

Q. 31.—What is an inlet chamber? 

A.—A part of the cylinder which encloses the 
inlet valve. 

Q. 32.—What is an inlet valve? 

A.—The valve which opens during the suction 
stroke of the piston, allowing the mix¬ 
ture or gas to enter the cylinder. 

Q. 33.—If when traveling on the public highway 
you discovered some fault with your steer¬ 
ing device, what would you do? 

A.—Stop at once and fix it. 

Q. 34.—How can you tell the difference between 
a high and a low tension magneto? 

A.—By looking at it. A high tension magneto 
is used in the jump spark system without 
the use of a separate coil or transformer, 
if there was a separate coil I would know 
it was a low tension magneto. 

Q. 35.—What system of ignition has a low ten¬ 
sion magneto. 

A.—Hake and break or magnetic plugs or with 
a separate high tension coil. 

Q. 36.—What system of ignition has a high ten¬ 
sion magneto? 

A.—Jump spark system. 

Q. 37.—If engine could not pull the car up a hill 
on high speed, what would you do? 

A.—Change into next lower gear. 

Q. 38.—If engine was not powerful enough to pull 
the car up a hill on first or low speed, 
what speed would you use? 

A.—Turn the car around and go up on re¬ 
verse. 

Q. 39 .—How would you separate water, gasoline 
and other foreign substances? 

A.—Strain through chamois or fine wire gauze. 


Q. 40.—Name several conditions which will cause 
an engine to knock or pound ? 

A.—Loose bearings, feeding too much gas, or 
running on too far advanced spark, and 
preignition from carbonized cylinders. 

Q. 41.—Name all parts of an automobile that 
should be lubricated and state whether 
oil or grease should be used? 

A.—Oil in lubricator for main bearings, con¬ 
necting rods and piston; heavy oil or 
grease in transmission, differential, steer¬ 
ing gear, universal joints and hub caps. 

Q. 42.—If driving on a road and you should wish 
to pass a vehicle moving in the same 
direction, directly in front of you, which 
side of the vehicle would you pass, right 
or left? 

A.—Left side. 

Q. 43.—What will cause a back fire in the car 
buretor ? 

A.—Broken, sticking or leaky inlet valve. 

Q. 44.—What is meant by one blast of a traffic 
police whistle at a street crossing? 

A.—Proceed east and west traffic (varies). 

Q. 45.—What will cause a back fire in the muf¬ 
fler ? 

A.—Engine missing fire or too rich a mixture. 

Q. 46.—John Smith, a duly licensed chauffeur. 

operates a motor vehicle under the new 
law, and accompanied by a friend. May 
the friend drive the car? 

A.—No, not unless John Smith retains com¬ 
plete control of the car. 

Q. 47.—What are you required to do when a horse 
or other animal on the highway appears 
frightened ? 

A.—Slow up or stop, if necessary. On a nar¬ 
row country road it may be necessary to 
stop the engine. 

Q. 48.—If you wish to stop your car and your 
foot brake does not hold, what would you 
do? 

A.—Use the emergency or hand brake. 

Q. 49.—How often is it necessary to examine your 
brakes ? 

A.—Every day you get out. 

Q. 50.—In the event of a vehicle coming towards 
you on the highway, what precautions 
would you take? 

A.—Keep to the right; blow horn, if necessary. 

Q. 51.—What are the controlling parts of an 
engine ? 

A.—Spark and gas levers, clutch, brake, speed- 
lever and the steering wheel. 

Q. 52.—How would you control your car going 
down a steep incline? 

A.—Retard spark and gas, put machine in low 
gear, switch off ignition, and, if necessary, 
also use hand brake. 

Q. 53.—What would you do if a car while proceed¬ 
ing in front of you suddenly swung around 
in your course? 

A.—Slow up or stop, blow horn, hold out hand 
or operate signal light as warning to any¬ 
one in rear. 

Q. 54.—What is the speed limit in crowded city 
streets ? 

A.—Four to six miles per hour. 

Q. 55.—What penalty is there, according to law, 
for any person driving a car while in an 
intoxicated condition? 

A.—Felony; revoke license perhaps. 

Q. 56.—What position should the controlling parts 
of engine be in starting? 

A.—Speed lever in neutral, emergency brake 
on, spark retarded and gas lever slightly 
advanced. 

Q. 57.—Why is the spark lever advanced after 
starting the engine? 

A.—To make the spark take place sooner in 
relation to the position of the piston 
in the cylinder; that is instead of the 
spark taking place just over high center, 
it will then occur on the high center, 
or just before when running fast. 

Q 58.—What effect will too far advanced spark 
have on the engine? 

A.—It will cause a metallic knock in the 
cylinder and might break a connecting 
rod or cause engine to overheat. 

Q, 59.—What is the timer or commutator for? 

A.—For timing the spark. 


626 


DYKE’S INSTRUCTION 


NUMBER THIRTY-EIGHT. 


Q. 60.—Should you be going south on a busy 
street and you wished to turn west, how 
would you turn. 

A.—Slow down to four miles an hour, hold 
out hand as signal for vehicles in rear 
and turn west, keeping northwest of center 
crossing. 

Q. 61.—Should you be going north and you 
wished to turn west, how would you 
turn ? 

A.—Slow down to four miles per hour, hold 
out hand as signal for vehicles in rear, 
and turn west, keeping northeast of cen¬ 
ter of crossing. 

Q. 62.—What would be the penalty in taking a 
car without permission of the owner or 
authorized agent of same? 

A.—Felony; revoke license, perhaps. 

Q. 63—What signal would the driver of a horse 
vehicle give you should he want you to 
stop ? 

A.—Hold up his hand or whip or perhaps 
shout. 

Q. 64.—What precautions would you take before 
crossing a railroad track? 

A.—Watch for an approaching train; drive 
carefully. 

Q. 66.—How would you time a car with magneto 
ignition and now would you time it with 
battery ignition ? 

A.—With battery ignition the spark occurs 
about 1/16 of an inch over high center 
of compression; with magneto the spark 
is set to occur on high center. 

Q. 67.—What is the float in the float chamber 
for? 

A.—To regulate the level of the gasoline. 

Q. 68.—Draw a diagram of the manner in which 
you would make a turn in a busy street 
intersection. 

A.—. 

Q.69.—Where is the differential on a shaft driven 
car, and where is it on a double chain 
driven car? 

A.—In shaft driven cars on the rear con¬ 
struction, in double chain driven cars, 
on the jack shaft. 

Q. 70.—W T hat would you do if you saw an auto¬ 
mobile or any other vehicle trying to 
escape from justice after injuring a per¬ 
son on the public highway? 

A.—Take his number and render any as¬ 
sistance I could to apprehend the offender. 

Q. 71.—What is the penalty for a person trying 
to escape after such an accident; what 
is the nature of the crime he is commit¬ 
ting? 

A.—Felony; his license could be revoked. 


Q. 73.—What signal would you give cars behind 
you, if going to make a turn? if stopping? 

A.—Hold your hand out to the side of car. 

Q. 74.—What will cause the cylinders to car¬ 
bonize ? 

A.—Too rich a mixture or too much oil being 
used in lubrication. 

Q. 75.—What is meant by three blasts of a police 
whistle ? 

A.—An alarm signal; all vehicles pull as 
close to the curb as quick as possible and 
stop. (Not in all cities.) 

Q. 76.- -What would you do should you be going 
along a country road at the rate of 85 
miles per hour and a car should cross 
your path suddenly ? 

A.—The law is 30 miles per hour, and you 
should not be driving 35. Blow horn and 
stop or turn in same direction other 
car is going. 

Q. 77.—What precautions should be taken before 
taking out a car? 

A.—See that there is water in the radiator, 
gasoline in the tank, oil in the lubricating 
system, tires properly inflated, lamps (2 
side and 1 tail) filled, battery charged 
horn, and license plates in place. 

Q. 78.—Can the ordinary car run without a differ¬ 
ential ? 

A.—No, not around corners without injury or 
wear to tires. 

Q. 79.—How early and how late would you light 
your lamps ? 

A.—Light them one-half hour after sunset and 
put them out one-half hour before sun¬ 
rise, or be governed by weather conditions. 

Q. 80.—How many kinds of transmissions are 
there in general use today? 

A.—Three; sliding gear, planetary, and friction 
disk. 

Q. 81.—What is meant by timing your engine? 

A.—Setting the valves so that the inlet opens 
and the exhaust closes, according to marks 
on fly wheel, and setting clearance of 
valves. 

Q. 83.—My engine was running on magneto; on 
throwing off the switch the engine con¬ 
tinued to run; the switch was found O. 
K. What was the trouble? 

A.—Magneto ground wire was broken and 
the break was hidden by the insulation. 

Q. 84.—If while running close behind another 
car, the said car should turn suddenly, 
what would you do? 

A.—Swing with the other car, or in the same 
direction. 


Pointers on Selecting a New Car. 


Power. This is determined by the number of 
passengers to be carried and the condition of the 
roads. If the country is a flat district, a low 
powered car will do efficiently and infinitely more 
economically what in a hilly country would ne¬ 
cessitate perhaps nearly twice the power to do 
work on high gear. For hilly country a car 
with a low reduction to rear axle should be se¬ 
lected in order that the engine take the hills on 
high gear. 

Body. This is not much a matter of choice now- 
days, as the cars are all built in large quanti¬ 
ties and to a standard type. Putting aside for 
the moment the case of those who from considera¬ 
tion of price alone would confine themselves to a 
car of power and size suited for a two-seated 
body only, it is best to have a “touring car” 
body of 5 passenger type. Though the back seats 
may be used only once in a while, they are 
nevertheless too often wanted if not there, and 
the advantages of being able to give friends a 
lift and of having plenty of room for luggage 
and parcels are well worth the slight difference. 

Enclosed bodies: The touring car body is equip¬ 
ped with a very serviceable top and in combina¬ 
tion with a glass front or wind shield and suit¬ 
able side curtains, this type of body can be con¬ 
verted into a fairly weatherproof vehicle. 


The coupe and cabriolet body, page 16 is a very 
popular type for business purposes as it protects 
one from the dust and weather and is a very 
comfortable type of body for winter use. 

The sedan type of body is a very popular type 
of body for family use and can be fully enclosed 
for winter and opened for summer use. This 
type of body is adapted for those who drive 
their own car. 

The limousine is a more elaborate type of body 
and is used where a chauffeur is employed, as the 
drivers seat is separate from the other seats. 

The price with many fixes itself; that is to say, 
their means enable them to decide in a very short 
time how far they can go. In any event, to arrive 
at a maximum figure one must include in the cal¬ 
culation a sum no less than, say, $ 75.00 to 
$ 100.00 for a small car and so on in proportion 
to the size, in addition to the purchase price, in 
acquiring those accessories, spare tires and tubes, 
which are necessary. See “Specifications of 
Leading Cars” for prices. 

Service: When purchasing a car don’t forget 
that in time you will need parts and your car will 
require expert attention. Investigate this fea¬ 
ture and fiind out if the agent carries parts in 
stock and if he gives his other customers satis¬ 
factory service and if he is reasonable in price. 



SELECTING A CAR. 


527 


Constant attention is necessary. Whether you in¬ 
tend to employ a chauffeur or look after the car 
yourself is another point to consider. There is 
a limit to the size of car which the owner can 
(if in pretty constant use), attend to himself, 
unless he be a man of great leisure, and more¬ 
over keen enough to put up with the drudgery 
involved. It is useless to conceal the fact that 
a car will require constant attention and while 
a man may find the time to do justice to a mod¬ 
erate-sized car, a large car might be too much 
for him. 

Cost of running—or up-keep. Here lies the crux 
of the whole matter. Closely allied with the im¬ 
portant question of original outlay is that of the 
running cost, which must be taken into consid¬ 
eration to a certain extent, when buying. The 
size of the bill for up-keep bears, of course, a 
direct proportion to the mileage run. As regards 
the fuel consumption, this item will not be a 
large one in any car up to, say 25 horsepower, 
unless there is some radical defect in the system, 
or temporary want of adjustment. In large and 
heavy cars the gasoline bill quickly mounts up. 
*Tires is the largest item in the cost of up-keep 
and this charge becomes heavier as the speed in¬ 
creases and is again directly proportionate to 
the mileage run. 

There are two kinds of pneumatic tires in gen¬ 
eral use, the “fabric” tire and the “cord” tire, 
as explained on pages 564, 559 and 566. The 
“cord” type is the best. The intial cost may be 
greater but there is a saving in the long run. 

The non-skid tire should be selected for rear 
wheels. This extra cost is well worth the dif¬ 
ference as the extra wear from the extra amount 
of rubber, to say nothing of the non-skid feature 
is worth the difference. 

Small light tires spell constant trouble, not to 
mention short life. Be sure the car is equipped 
with tires of ample size to sustain the weight and 
speed, also determine if the size of tire is a 
standard size and if it can be obtained readily. 
Many of the former sizes have been discontinued 
—see page 555. Also determine if the rim is a 
popular type. The “straight-side,” quick de¬ 
tachable, demountable rim is the rim now used 
most. One should always carry a tire inflated on 
a spare rim to replace a damaged tire. It can 
be mounted on the rim of the wheel, by loosening 
a few bolts and without having to use an air 
pump at all—see page 551. There is also an ad¬ 
vantage in having the tires on all four wheels the 
same size. 

Which is the best car to buy: This is a ques¬ 
tion we hear daily. After determining the size 

Judging and Testing 

In order tliat one can purchase a second¬ 
hand car with some degree of safety, as to 
its condition, the following tests are given. 

It will no doubt be impossible for the pur¬ 
chaser to make all of these tests, but it will 
give a general idea which can be applied 
to testing any car when overhauling. 

General Condition. 

Ascertain the age, make and type. Also 
the horse power of engine (see page 534), 
if car is an obsolete model or antiquated 
design, it will be a difficult matter to dis¬ 
pose of it later on at any price. Find out 
if the manufacturer is still in business (see 
pages 547, 548), so that parts can be ob¬ 
tained if required. Do not judge a car by 
its outside appearance alone, paint is or¬ 
dinarily cheap. 

Tires and Rims. 

Many sizes of tires on some of the older 
cars have been discontinued (see page 554 
and 555 for sizes now being made). You 
may have difficulty in obtaining tires. 

*See pages 588, 589, why solid tires cannot be used 
tSoe pages 747. 825, 822 and 833 to 842 for truck 


of car you want. I will tell you how I would 
settle the choice. If I were unable to decide 
otherwise. Go to a used car concern and ascer¬ 
tain which car brings the best price or what 
make of car sells more readily than others. This 
may help to answer this question. 

fSelecting a Commercial Car. 

There is a distinction between a truck and a de¬ 
livery wagon. Some of the important points to 
be decided are: 

What type of car for your particular needs— 
gas or electric? 

What horsepower? 

How many pounds capacity shall it have? 

Should several cars be used or one big one? 

Shall it be equipped with pneumatic or solid tires ? 

Can an inexperienced man be given charge of the 
running and repair work? 

Is there any special equipment necessary for 
greater efficiency? 

Should the car always be loaded to capacity? 

Today there are motor trucks and delivery wagons 
of every conceivable size and design, therefore, 
it is the problem of the possible purchaser to 
choose carefully the kind of a car best fitted 
to serve their purpose with the greatest efficiency. 
It is a very common sight to see a heavy type of 
delivery wagon make a trip of several blocks and 
sometimes miles to deliver one or two small 
packages or baskets of groceries when one of the 
smaller types of commercial cars could have done 
it just as well and with greater efficiency, reduc¬ 
ing materially the overhead cost. On the other 
hand, we have often seen a light delivery or a 
very heavy type of truck making a trip with an 
overload. This is just as impractical as an un¬ 
derload, for it will ruin the expensive motor 
equipment, making the car depreciation very con¬ 
siderable. 

A very good rule to stick to closely is to have 
the car filled nearly to capacity on every trip that 
is made. A motor truck or delivery wagon should 
not be chosen having in mind a maximum or min¬ 
imum load, but an average load. To get the 
greatest efficiency out of a commercial vehicle 
keep it loaded and moving the largest possible 
number of hours during the working day. 

If electricity is produced in your own plant at 
a very low cost, and it is possible to secure a 
man who understands and can care for storage 
batteries, then it may pay to investigate the 
electric vehicle. 

a Second Hand Car. i 

Also learn the make of rim. The old 
style “one piece clincher” rim is obsolete, 
except on the Ford, Chevrolet, Maxwell and 
Overland Model “Four.” The modern rim, 
is the “straight side,” demountable type. 

The best tire is the “Cord” tire (see page 
559). The “fabric” tire is explained on 
page 564. Examine condition of the tires 
after reading page 566 and test for “stone- 
bruises.” 

Engine. 

(1) Test the compression of each cylinder 
(see page 629). First learn what com¬ 
pression means—page 627. The com¬ 
pression test will indicate condition of 
the rings and cylinder -walls and valves. 
If the cylinder walls are scored or cut, 
then this is an expensive job to repair 
(see page 653). If valves leak, then 
this is not so expensive—see page 630. 
If rings leak, then this will be an item 
worth noticing—see page 654, 655. 
When running engine, if there is con¬ 
siderable smoke (see page 202), out the 

on high speed vehicles, 
and truck engines. 


528 


DYKE’S INSTRUCTION NUMBER THIRTY-EIGHT. 


exhaust pipe and the smoke is blue or 
light in color, then there is too much oil 
in the crankcase of engine—or the pis¬ 
tons are pumping oil as explained on 
page 653—or the rings are loose or cyl¬ 
inder walls are scored. If smoke is 
heavy black, then the carburetor is 
feeding too much gasoline and can be 
adjusted. Many new engines have had 
the cylinders scored by running the en¬ 
gine too high a speed during the first 
1,000 miles running and from lack of 
oil—see pages 48 9-203. 

(2) Test the bearings: The best method 
for doing this is to make a long run, 
taking at least one or two fairly steep 
hills and note if engine knocks. By 
studying pages 635 to 639, you can 
learn to distinguish the cause of dif¬ 
ferent kinds of knocks. 

When testing for knocks, make allow¬ 
ances if engine is a four cylinder, espe¬ 
cially of small size, and when taking 
hills slowly. Many four cylinder engines 
must get engine up to a fairly good 
speed to take a steep hill, as the power 
depends upon the momentum of fly 
wheel, whereas the six, eight or twelve 
cylinder engine should take a hill with 
less speed, without pounding or knock¬ 
ing, if spark is retarded properly—see 
pages 127 and 126, why. 

(3) Test the cooling system: After making 
the above run, note if steam comes from 
the radiator at the vent or overflow 
tube or filler cap. If so, the engine 
runs hot and the trouble is one of the 
causes explained on page 579 “engine 
overheats,” see also pages 189, 7 8 8, 
319. Understand, an engine runs best 
at about 170° temperature but should 
not steam—see pages 185, 191. Also 
observe if there are leaks, usually the 
leaks are at the hose connections and 
can be tightened, but if hose is worn, 
replace it—see also, pages 193, 191. 

The Clutch. 

(1) See if clutch slips when taking a hill. 

(2) See if clutch drags when released. 

(3) See if clutch “grabs” or is “fierce”— 

see page 6 63. 

(4) Ascertain the type of clutch used in the 
car by referring to index for “Specifi¬ 
cations of Leading Cars.” Then turn 
to page 661 to 668 and note the con¬ 
struction and troubles and remedies. 

Transmission. 

(1) Test the gear shift while engine is run¬ 
ning, by shifting from reverse, 1st, 2nd, 
3rd speed, to see if the gears can be 
changed without a clashing noise. If 
not, then the trouble may be due to the 
clutch pedal not being thrown far 
enough “out,” or clutch “drags” or 
“spins,” or the transmission or clutch 
shaft are out of alignment, due to worn 
bearings, or teeth of gears burred—see 
pages 669, 662, 663. 

(2) Test for worn or broken gear teeth. 
With engine running slowly, place gears 
in 1st speed, place finger on gear lever 
—if there is a worn place at one point 


or all round the gear, it can be felt by 
the vibration. Try this on all speeds 
and reverse. 

(3) If transmission is noisy, and there is 
plenty of oil in the transmission case; 
then the trouble is likely due to a 
broken ball or roller bearing or worn 
bearing. 

If oil leaks out of transmission bear¬ 
ings see page 669. 

Drive Shaft and Universal Joint. 

(1) Test for looseness—see page 6 69 “end 
play.” If excessive, the looseness is 
in either worn gears or bearings in 
transmission, loose universal joints or 
loose adjustment of drive pinion to the 
differential driven gear—see page 9 32. 

Rear Axle. 

(1) Test adjustment of drive pinion—see 

page 932 “noisy rear axle”—see also 
page 673, 674. On some cars, Ford 
for instance, there is no adjustment, 
therefore a new drive pinion (see fig. 
25, 26, page 780) must be fitted. 

(2) Examine the differential by removing 
the cover, if a “full floating” type 
(see page 66 9), or remove the axle 
housing, if a “semi” or “three quar¬ 
ter floating” type (see page 67 5, 780), 
in order to ascertain if any of the nuts 
are loose or small differential pinions 
are worn. 

(3) Test wheels for alignment—see pages 
683, 774. 

(4) See if axle shaft is bent—usually at 
hub—see page 682. 

(5) See if oil is working out the rear hub 
into brake lining—see page 67 8. 

(6) Test brakes—see page 685. 

Steering Device. 

(1) Test for play and loose bolts and nuts— 
see page 691. 

Miscellaneous Tests. 

(1) See if engine will idle without missing—see 
page 171. 

(2) Test battery; if a coil and battery ignition 
system—see pages 451, 453, 864D. 

(3) Test magneto; if a magneto system of igni¬ 
tion, by idling and speeding up engine to see 
if missing of explosion. 

(4) Examine wiring and see if oil soaked and 
ragged. 

(5) Test carburetor—by idling and speeding up 
engine to see if even explosions and if en¬ 
gine picks up readily under load. Also note 
if carburetor air intake and carburetor mix¬ 
ture is heated, see pages 157, 159. 

6 ) Examine spark plugs, to see that gap is cor¬ 
rect distance at points, (about .025") and 
that porcelains are not cracked. 

(7) Run car and test the mileage gained per gal¬ 
lon of gasoline. This will require at least 
a 20 or 25 mile run. Many 6, 8. and 12 
cylinder engines will not average over 9 to 
14 miles per gallon—depending upon the 
condition of rings or leakage of gasoline into 
crankcase and size of cylinders and if roads 
or hilly or level. 

(8) Examine all bolts and nuts on engine, 
springs, etc. 

(9) See that engine is properly oiled and all 
parts of car greased—see also page 595. 

(10) If parts have been replaced, as steering 
knuckles and spindles in front wheels, etc. 

- see that they are not made of castings 
instead of forgings. 


THE AUTOMOBILE SALESMAN. 


529 


INSTRUCTION No. 39. 

THE AUTOMOBILE SALESMAN: Pointers, Suggestions and 
Advice. Advantages and Disadvantages of Mechanical 
Features of Different Parts of a Car. Addresses of Auto 
Manufacturers. 


Suggestions. 


To become a successful auto salesman one must 
necessarily know the principle and construction of 
all parts of a car, not merely the car you propose 
to sell, but other makes of cars as well. 

In our instructions we have endeavored to 
teach you the principle and construction of the 
various parts of all cars; for instance, we il¬ 
lustrated and described the different types of 
drives usually employed; the different types of 
clutches, ignition systems, carburetors, etc. The 
engine was thoroughly explained. You learned 
that all engines work on the same principle but 
the construction may vary, in that the valves 
may be on the side or overhead, but the principle 
is just the same; also the same with the ignition 
and other subjects. 

Therefore, taking it for granted that the reader 
has thoroughly mastered the different principles 
involved, he must now figure out why one system 
is better for a certain purpose than another. He 
must also familiarize himself with all makes of 
cars in order that he will know just why different 
manufacturers are using one system and others 
another. For us to point out such a comparison 
would require an extra book—therefore, we will 
suggest to those who have fully made up their 
mind to become auto salesmen, to obtain the cata¬ 
logues of the various leading automobile manu¬ 
facturers. These catalogues are easily obtainable 
by writing a postal card for them. 

♦Obtain the address of the various manufacturers. 
I would suggest that the student write one of the 
following publications for a copy of their paper 
and the ads of the leading manufacturers will 
appear therein: 

Automobile Dealer and Repairman, 76 Murray 
St., New York; Automobile, 239 W. 39th Street, 
New York; Motor Age, 1200 Michigan Ave., Chi¬ 
cago, Ill.; Motor, 381 4th Ave., New York; Horse¬ 
less Age, New York, Motor World, New York. 

After obtaining the catalogues of the various 

manufacturers, the next step will be to take one 


at a time and study the specifications of each car. 
This will give you the principle of construction of 
that make of car. If, in reading the specifica¬ 
tions, you do not understand the meaning, then 
turn to the “index” in this book and find the 
explanation. For instance, suppose one manufac¬ 
turer says the cylinders of his engine are cast 
“en-bloc,” turn to index and find “en-bloc” and 
then read what “en-bloc” means. Each manu¬ 
facturer will explain why his system is the best; 
for instance, one manufacturer may claim his 
three point suspension best; if you do not know 
what this means, then look it up in the “index.” 
In this manner the salesman student will acquire 
a considerable knowledge of the various automo¬ 
biles, and also from reading the claims of each 
manufacturer he will be able to discuss the rela¬ 
tive values of these claims. 

While all this may appear simple and an easy 
way to acquire the information, it possibly was 
not thought of by you, and if you will take the 
time and pains to do as directed it will no doubt 
be of great value to you. 

Auto salesmen are usually employed on a com¬ 
mission. The commission is usually 5 per cent. 
Auto dealers who are agents for automobiles are 
always on the look-out for good salesmen, and to 
be a good salesman you must study the points of 
the car and be able to explain to a customer 
“why” your particular car is the best. He must 
also be able to close a deal; that is, after con¬ 
vincing the prospective customer that the car is 
the best, he must clinch the sale as quickly as 
possible. 

A salesman who thoroughly understands his car 
and also understands the construction of other 
cars and can explain “why” his system is su¬ 
perior, is the valuable salesman. He must get his 
prospects the best way be can. Quite often a 
prospective customer will call at the garage and 
inquire about a car—it is then that the wide¬ 
awake salesman is there, ready with his courteous 
and agreeable manner and willingness to explain. 


Salesmanship Pointers. 


A man who intends to buy a car feels as though 
he is making an investment and he will, no 
doubt, investigate the merits of all cars. It is 
then reasonable to suppose that the salesman who 
most thoroughly impresses this prospect that he 
knows the construction of his car and can explain 
its good points, will make a greater impression on 
him. If the salesman is fortunate enough to be 
able to cultivate a pleasing personality then he 
will be all the more likely to make a valuable 
man. 

Remember, the average man is generally gov¬ 
erned by the wishes of his family—he may select 
a car himself but on having the women folks pass 
on the purchase nine times out of ten, they will 
go entirely for “looks;” therefore, it is essen¬ 
tial that a salesman not only be neat and tidy him¬ 
self, but he must keep the car he used for dem¬ 
onstrating perfectly clean and well polished, and 
above all, in perfect working order. Many a sale 
has been lost by nothing more than some trivial 
trouble as running out of gasoline or engine 
heating from lack of water. While these trou¬ 
bles would be insignificant with an experienced 
person, they would handicap a sale because the 
prospect would not know, but would think it a 
defect in the car. 

Don’t attempt to make your sale on the weak¬ 
ness of the other fellow’s proposition but on the 
strength of your own. Understand, and admit 


to your prospect that all methods of censtruc- 
tion have some advantages for certain purposes, 
else they would never have been manufactured. 
Be prepared to intelligently discuss the different 
features of the leading cars and to explain why 
the features of your car are—not the “best in 
the world”—but the best for that particular 
man’s need. Once you make him feel that the 
car has special advantages for him personally, 
the sale is made. 

Does your Customer Buy—or Do You 
Sell him? 

Don’t take it for granted when a man walks 
into your salesroom, or consents to a demonstra¬ 
tion, that the car is half sold. This is merely 
an introduction and it is still u;-> to you to make 
the sale. And you can’t tell from the cut of a 
man’s coat how much money he has in the bank. 

Selling automobiles is a merchandising propo¬ 
sition pure and simple, and it is your duty to 
give the customer the same amount of courtesy 
and attention that he receives in any high-class 
store. Buyers appreciate courtesy. 

As John Lee Mahin once said: “The buying 
unit is the family,” and you should as soon as 
possible ascertain the purpose to which the 
buyer wishes to put the car—who else is to be 
considered besides the prospect—and then shape 
your arguments accordingly. 


**See page 533 for addresses of manufacturers, and pages 543 to 546 for “Specifications of 
Leading Cars.” 


530 


DYKE’S INSTRUCTION NUMBER THIRTY-NINE. 


Here Is an actual instance: A man walked 
into the salesroom of a certain dealer. He wbb 
just an ordinary looking human being, possibly 
not quite up to the average in appearance. He 
did not walk right up to the proprietor, but 
wandered around among the cars on the floor. 
The dealer happened to be talking to a friend and 
was in the middle of a detailed description of a 
show he had seen the night before—so he allowed 
the unimportant looking stranger to remain un¬ 
noticed. 

The cars could not talk—they can’t sell them¬ 
selves unaided, so the man finally walked out. 

Just across the street there was a salesroom 
with newly painted front. A car was displayed 
attractively in the show window and the at¬ 
mosphere of the whole establishment was up-to- 
date business methods. The window was clean 
and the interior presented an attractive, enter¬ 
prising, inviting appearance. When the stranger 
stopped in front of the window a salesman im¬ 
mediately opened the door and invited him to step 
inside, where he could get a much better view 
of the car. 

Once inside, the salesman asked: “Have you 
ever had any experience in operating a car?” 
This was a safe question and it opened the door 
at once for a friendly discussion. Every man is 
eager to tell about his own motor experiences, even 
if he has at one time owned even an antiquated 
one cylinder model. As the prospect told his ex¬ 
periences the salesman, without antagonizing him. 
was able to draw comparisons between the car 
the prospect once owned and the new car on 
display. No matter what manner of car a pros¬ 
pect has driven, he does not want his judgment 
questioned. 

Often a man is just as sensitive to criticism 
about his car, as he would be about his per¬ 
sonal appearance. 

During the discussion the prospective customer 
mentioned the fact that his old car was not 
adapted for use by his wife and daughter. On 
the strength of this bit of information the 
dealer then called the prospect’s attention to the 
fact that the car on display permitted access to 
both front doors and allowed a lady passenger in 
the front seat with the driver to always be able 
to step out upon the curb, and not be compelled 
to walk around the car in order to get to the 
sidewalk. 

As the conversation progressed the prospect 
was unconsciously being sold a car, and was led 
up to the point where HE HIMSELF asked for a 
demonstration, with the result that the ENTIRE 
FAMILY AS A UNIT bought the car. 

The salesman sold the car without the prospect 
realizing that he was being forced to buy. THE 
MAIN THING IS TO ALLOW THE PROSPECT 
TO THINK HE IS BUYING THE CAR, WHILE 
IN REALITY YOU ARE SELLING IT TO HIM. 

The moral of all this is, that no matter how 
good your car may be, it cannot possibly sell 
itself alone. This is just an example of one 
type of buyers—the man who has owned a car 
and who goes “shopping’’ when he buys. 


Know Your Man before You Try 
to Sell Him. 

By using a little tact, any dealer can ascertain 
the purpose to which the prospect intends to put 
the car be buys—whether or not it is for family 
use, personal pleasure, cross-country touring or 
for business purposes. 

Experience in selling motor cars, teaches that 
all prospective buyers may be separated into five 
main classes: 

(A) Price tag—the man who is looking for a 
bargain regardless of the age and often regardless 
of the condition of the car—just so that he gets 
a car that will run. 

A second-hand car or any old car will do. 

This class of buyers are limited usually to the 
“wage earners,” who hesitates between a motor¬ 
cycle and a second-hand motor car. Before wast¬ 
ing any time on him. FIND OUT HOW MUCH 
REAL MONEY HE HAS to invest and unless he 
has cash on hand, pass him up, courteously but 
quickly. REMEMBER YOUR TIME IS VALU¬ 
ABLE—YOUR EXPENSES ARE GOING ON 
WHILE YOU ARE TALKING TO HIM. 


(B) Second hand fiend—this man is a shrewd 
buyer, he is the David Harum of the automobile 
business, usually with little money AND TRYING 
TO UNLOAD ON TO YOU. In the first place 
he bought a much-used second-hand car. Then 
he invested a little more money and traded it 
with a friend for a better car, hoping that he 
could unload his new purchase on you by paying 
a small amount of cash and getting a brand new, 
up-to-date model. 

Don’t let your desire to move a car from the 
salesroom to the street, lead you into an unbusi¬ 
nesslike transaction. Just remember that the 
second-hand car may prove a “white elephant” 
on your hands. (It costs just about as much 
money to keep capital tied up in a second-hand 
unsalable car, as it would to feed and care for an 
elephant.) 

Rather than do this, LET HIM GO. CON¬ 
CENTRATE YOUR TIME AND ENERGY UPON 
THE MAN WHO HAS CASH IN THE BANK. 
It is just as much to know where not to work as 
to where to work. 

There are exceptional cases, however, especial¬ 
ly where a man owns a car that YOU sold him, 
and who wants to buy a new model from YOU. 

Tack this up on the wall, over your desk: 
“A certified check in your bank book ready for 
deposit, is worth more than a second-hand car 
on the floor.” 

(C) Appearance and pleasure—this man is 

■influenced largely by the lines of the car and 
the anticipation of the pleasure he is going to 
get out of it. He is usually in a hurry to buy. 
He belongs to that rapidly disappearing class 
that used to walk in and buy a car in ten 
minutes. It does not require a salesman to sell this 
man. But the wise, hard-headed, shrewd dealer 
with a view to his permanent success, will ana¬ 
lyze this man’s requirements and sell him the 
car best fitted to his needs, so that the sale will 
not act as a boomerang. 

(D) Social prestige and reputation—this is 
the man who usually buys a car to please his 
wife with social aspirations. She knows abso¬ 
lutely nothing about a car, but has received the 
impression some way that “to be anybody” she 
must have a name-plate with an artificial value, 
rather than a car of merit. How have you been 
handling this class of buyers? 

A thorough analysis of sales made by success¬ 
ful dealers, proves that this prospect if handled 
right, is always easy to sell. The approach in 
this case is through the man of the house who 
realizes that $5,000 is 5 per cent of $100,000, 
and when shown point for point that a car sel¬ 
ling for $2,750 will give as good or better ser¬ 
vice, with accompanying elegance and atmos¬ 
phere of refinement, he will not WASTE two or 
three thousand dollars on some fancy of his house¬ 
hold. 

No matter how much money this man is worth, 
he is NOT willing to waste two or three thou¬ 
sand dollars on a nameplate. YOU AS A DEA¬ 
LER, WILL SELL MORE OARS AND MAKE 
MORE MONEY BY GIVING YOUR CUSTOMERS 
REAL VALUE. 


(E) Service and business—this man repre¬ 
sents the LARGE majority of buyers today. HE 
IS MOTOR-EDUCATED. He has probably owned 
a car before or else has made a very thorough 
study of motor car construction and is taking the 
advice of friends and benefiting by their exper¬ 
ience. While this man is open to reason, he is 
not going to buy in a hurry. 

Before deciding he will get underneath the 
paint and the hood. Your first move is to as 
tactfully as possible ascertain if influence is be¬ 
ing brought to bear upon him in favor of a par¬ 
ticular car by seme neighbor or friend 
Then you will know what cars you are in com¬ 
petition with and what bias and prejudices you 
will have to overcome before you can make the 
sale. 


Probably the neighbor or friend of this pros¬ 
pective buyer owns a car that is not up-to-date, 
although it is apparently giving good service. 
AND RIGHT HERE IS WHERE YOUR SALES¬ 
MANSHIP IS TESTED. 



THE AUTOMOBILE SALESMAN. 


531 


Prove to this prospective buyer that the car 
you are selling with left-side drive and center 
control (for example) is a year or more ahead of 
other cars, as a consequence next year it will 
Btill be up-to-date and will also demand a much 
higher second-hand value, taking it for granted, 
of course, that you are able point for point, to 
show where your car will give as great or better 
service than the car owned by the neighbor or 
friend of your customer. 

All buyers—the majority of buyers are influ¬ 
enced greatly by printers’ ink. They have more 
or less definite opinions of various cars, formed 
by what have read about them. Therefore, as a 
fundamental principle, YOU SHOULD NOT RISK 
YOUR TIME NOR MONEY ON AN UNKNOWN 
CAR. A car, whose name is a household word, 
is naturally much easier to sell than a car that 
the prospective buyer never heard of before. THE 
WELL ADVERTISED AND TESTED CAR 
MEANS QUICKER AND MORE FREQUENT 
SALES. Especially is this true with a car that 


has demonstrated its superiority in public con¬ 
test, such as races. Remember, A QUICK SALE 
IS MORE PROFITABLE THAN A SLOW SALE. 

The modern automobile dealer, is the man who 
is equipped to TAKE CARE of his customers, espe¬ 
cially if the buyer intends to drive the car him¬ 
self. In fact, most every up-to-date dealer now 
has an efficient service department. 

A little service and assistance gives the owner 
the feeling of confidence and GOOD WILL to¬ 
ward both you and the car. Service means sat¬ 
isfied customers, and satisfied customers means 
a permanent, profitable business for you. Service 
also converts probable knockers into positive 
boosters. If your success is to be lasting every 
man to whom you sell a car must, one year or 
more from date of sale, be as enthusiastic as the 
day in which he bought the car from you. This 
is possible by first giving real value and second 
by taking care of him. (from booklet published 
by National Motor Car and Vehicle Co.) 


*Advantages and Disadvantages. 

If You are Selling a Car Understand Its Features. 


The auto salesman must be able to talk on al¬ 
most any subject relative to the construction of 
various cars. He must know the advantage and 
disadvantages of the features of different cars 
which will be suggested by a prospective custo¬ 
mer. For instance, if the salesman is selling a 
car with a four-point suspension, he must know 
the advantage of the four-point suspension and 
the disadvantage of the three-point and vice versa. 

A few subjects will be treated in the follow¬ 
ing matter. For further information I would 
Buggest that every auto salesman make it a point 
to accumulate the catalogs of all motor car man¬ 
ufacturers, and in this way he will see the dif¬ 
ferent features discussed by the various manu¬ 
facturers and will gain many valuable pointers. 

Long Stroke vs. Short Stroke. 

The advantages of the long-stroke over the 
■hort-stroke type of engine are: 

Leverage. Given a certain expansion force 
within the cylinder, the travel of the piston be¬ 
ing longer, and transmitted to a longer crank, it 
operates on a longer lever. 

Greater expansion. Given a charge of a cer¬ 
tain volume at the time of ignition, it will ex¬ 
pand to a greater volume (before the opening of 
the exhaust valve) in a long-stroke engine than 
in a short-stroke one, thereby using more of the 
energy generated in the expansion of the gases. 
The theoretical idea of any heat engine is to 
use as nearly 100 per cent of the expansion of 
the charge within the engine as is possible. This 
accounts for the greater efficiency of the com¬ 
pound steam engine over that of the single- 
acting type. This type of engine is substantially 
an elongated-stroke engine, the only difference 
being that the low pressure portion of the stroke 
is in a larger cylinder than the high-pressure 
portion. In the long-stroke engine, this super¬ 
expansion takes place in a less degree in the 
same cylinder, so that at the beginning of the 

stroke the cylinder is a high-pressure cylinder, 
and at the lower portion of the stroke, it is a 
low pressure one. 

It has been found in high speed express loco¬ 
motive practice, that the short-stroke single-ex¬ 
pansion engine, while it produces a very low 
rate of efficiency and is enormously wasteful, 

the actual results in high-speed, light-draught 
work are superior to those of the more efficient 
type, as only the very cream of the expansive 

energy is used. This has been found to apply 
in the same way to gas engines, and for racing 
work, the short-stroke, while less efficient, more 
wasteful of fuel, and less flexible, has been 

found to give better results than the long-stroke 
type. This is the reason some of the promi¬ 
nent European makers produce stock cars with 
small bores and long strokes, while their high¬ 
speed cars are the reverse. Road racers, on the 
other hand, generally revert to the preponderance 
of stroke again, as the short-stroke type is not 
sufficiently flexible to produce good reults, unless 
built in enormously large power-units. 

This was well illustrated in a recent automo¬ 


bile road race; where even the high horsepower 
cars were found to have a preponderance of stroke, 
while the lighter ones were all designed with long 
strokes. One make, whose sprint cars, designed 
for excessive speed for short distances—below 
150 miles—have larger bores than strokes; while 
those designed for the long-distance high-speed 
grinds, have longer strokes than bores. 

Slower crank shaft speed for the same piston 
speed: It has been found that speed in revolu¬ 

tion per minute is not an accurate standard by 
which to gauge the power of an engine; but that 
piston speed in feet per minute, in combination 
with bore and number of cylinders, is the true 
measure of an engine’s power. It is thus seen 
that two engines of the same design except as to 
stroke, will give the same power, (disregarding 
considerations of expansive efficiency) at equal 
piston speeds. But the long-stroke engine in 
reaching the same piston speed as the short- 
stroke type, will revolve much slower. The ad¬ 
vantages of slower speed are, of course, well 
understood. If compared to crank shaft speed, 
the long-stroke type will give greater power, less 
speed, less friction. 

There are other advantages, but the above 
are among the most important. In considering 
them, it must be remembered that the comparison 
is made in the light of efficiency, which is under 
stood to be made up of the factors; horsepower 
per gallon of gasoline, horsepower per pound of 
weight, horsepower per cubic foot of space oc¬ 
cupied, durability and flexibility. In a racing 
motor, this term would not have the same mean¬ 
ing, nor would all racing motors come under the 
same category, as explained above. 

Advantage of short-stroke engines are higher 
speed with smaller pistons, therefore less wall 
pressure and less liability of ring leakage. 

There is less exposure of metallic surface less 
movement of the piston and less angularity, that 
is to say, as the crank is relatively short, the 
connecting rod is thrown less out of its perpen¬ 
dicular position and therefore the piston is less 
violently pressed against the walls of the cylin¬ 
der, with the result that there is a saving in 

frictional loss which is one of the* greatest trou¬ 
bles we have to contend with, in striving for 

higher efficiency. Another point is, that with a 
short stroke it is possible to have piston pin 
higher up, this preventing the tendency of piston 
to chatter which it does when pin is too near 
the lower end. 

Five-Eearing Crank Shaft. 

Is a five-bearing crank shaft more efficient 
and durable than the three-bearing type? Is 
there less liability of loose bearings in the five 
bearing than in the three? Is it not true that 
it is usually the connecting rod bearings and not 
the crank shaft bearings that wear first and 

therefore the number of crank shaft bearings 

has nothing to do with this trouble? 

Ans.—There are advantages on both sides of 
the engine journal question. The advantages of 
the five-bearing type rest on the fact that there 
is a longer bearing surface, hence more provi- 


*See page 255 for Advantages and Disadvant ages of different Ignition Systems. 


532 


DYKE’S INSTRUCTION NUMBER THIRTY-NINE. 


slon for wear and (more work in fitting the bear¬ 
ings when worn.) 

The following are the advantages and disad¬ 
vantages of the three and five-bearing crank shaft 
as given by the Continental Engine Co. and the 
Rutenber Engine Co.: 

The subject is one that is open to much discus¬ 
sion and for 4-inch bore and less, the three 
bearings are undoubtedly an advantage over 
the five on account of the simplicity, and yet the 
distance between supports is sufficiently small to 
overcome the vibration set up in high speed run¬ 
ning. 

On larger sizes, if the crank shaft is made 
sufficiently strong and the bearings of ample 
width, the three-bearing engine, as has been 
6hown, is very satisfactory, but in these sizes it 
is an advantage to have light weight and yet sta¬ 
bility, and in consequence, the five bearings 
often prove better in the argument that they can 
get their surface without heavy crank shafts and 
yet be sure against vibrations. 

The advantages of the three-bearing crank are 
as follows: An engine so equipped is slightly 
cheaper to build, easier to scrape bearings in and 
a slightly shorter engine can be designed by us¬ 
ing the three-bearing shaft. 

The disadvantages are: The wear is slightly 
greater at higher speeds, and to obtain same 
strength as a five-bearing shaft it requires larger 
diameter bearings, hence higher peripheral speed. 

The advantages of the five-bearing shaft are: 

Less distortion and less wear at high speeds 
only; and less heat, that is; if properly fitted. 

The disadvantages of the five-bearing shaft 
are: The initial cost in machining and fitting. 

Would, however, recommend the three-bearing job 
for commercial purposes. 

Offset Cylinders. 

See page 81 also fig. 5, page 82 advantages are: 
Less liability of back kick, reduced wear on 
bearing surfaces of cylinder walls, connecting 
rods and crank shaft, less liability of the engine 
to stall when car is running slowly on high gear. 

Four vs. Sis Cylinders. 

The advantages of the eight over the four or 

six is in flexibility of control, and lapping of 
power strokes,* consequently much simpler in 
points of both operation and repair; more 
power is in a given space, especially as regards 
length; the weights on account of heavy fly wheel 
in the four will be approximately the same; bet¬ 
ter facilities for uniform distribution of the gas 
to the various cylinders; more rigid crank shaft. 

The advantages of the six cylinder over the 
four are: Flexibility of operation due to Con¬ 
tinuous torque, allowing a greater range of 
speed without resort to gear shifting; greater 
power at low speed of engine; as, for instance, 
in hill climbing; due to the lapping of power 
strokes, less vibratory strain on the gearing in 
the transmission and differential drive and pin¬ 
ions as well as the universal joints and to some 
extent the tires on rear wheels. (See pages 123 
and 126.) 

Advantage of the four cylinder—principally 
economy and less number of parts. 

Advantages of the T-Head Cylinder. 

The principal advantage of the T-head motor over 
the L-head is that the valve area is larger than 
with the L-head w r ith the valves side-by-side 
(see page 81 for comparison.) Another advan¬ 
tage is that the gas has a direct passage from one 
side of the engine to the other, and the plugs, 
situated in the inlet valve pocket, are not sub¬ 
jected to a carbon-laden blast of burned gas at 
the exhaust. The exhaust is more complete, 
as the outward passage at one side can be ac¬ 
celerated by the inward rush of fresh gas. 

The disadvantages are that the volume of the 
valve-pockets is increased, thus providing more 
space for burned gases to lurk in than with the 
L-head, and that the engine so constructed re¬ 
quires two cam shafts and with their gears, 
bearings and casings, are heavier, for the same 
power, and much more expensive to manufacture. 

The “L* ’ head is easier to construct and re¬ 


quires less parts and if properly designed so that 
gas pockets over valves is correct and valves 
properly timed—it is more suitable for touring 
and general work. See index for “compression” 
for explanation of valve pocket. 

The overhead valve engine is more powerful, 
and efficient owing to the relative position of 
valve to combustion chamber. The valves how¬ 
ever, are usually noiser and the compression usu¬ 
ally higher and very hard on spark plugs—see 
index for “spark plugs,” “valves” and “com¬ 
pression” which will treat on overhead valve 
advantages and disadvantages. 

The Eight Cylinder Engine. 

The advantages of the eight over the four or 
six is clearly brought out in text on pages 126 
and 127. Better balance, more firing impulses 
and torque are the chief advantages. 

Advantages: Greater power for a given weight 

than the six-cylinder design. 

Eight cams instead of 12, and also shorter 
camshaft. 

Engine is considerably shorter than six-cyl¬ 
inder models. 

Shorter and lighter crankshaft. 

Shorter and lighter crankcase. 

Uniformity of torque, which is better than that 
of six-cylinder engine. 

Suitability of design for reasonably high com¬ 
pression. 

High mechanical efficiency. 

Disadvantages: Further complication owing to 

more cylinders to care for. 

Cost of and difficulty in manufacturing spe¬ 
cial design of connecting rods. 

Reduction in area of big-end bearings. 

Extra weight of cylinder block in ratio to 
power, as compared with the four-cylinder or 
six cylinder design. 

Requires better design and more careful work¬ 
manship. 

Balanced Crankshaft. 

A balanced crankshaft will make a good engine 
run smoother at high speeds, but a properly de¬ 
signed engine will run at high enough speeds with 
no additional benefit from an abnormal shaft, and 
no system of balancing can increase power except 
at quite high speeds. 

If an engine has an essentially weak shaft the 
whipping of that shaft at high speeds places 
stresses ^n the bearings and causes power to be 
wasted in friction. By balancing the shaft we 
may stop the whipping and so raise the power, 
but this is only a side issue; the real value of a 
balanced shaft is the greater smoothness of the 
engine at the highest speeds the owner is like¬ 
ly to use, see pages 78 and 122. 

The Floating Axle. 

The advantages of a full floating axle over a 
semi-floating axle are, that whereas in the simi- 
floating type of axle the wheels are secured 
rigidly to the drive axle and are supported on bear¬ 
ings between the latter and the axle tube, the drive 
axles of the floating axle are flexibly clutched to 
the wheels, run on separate bearings and carry 
no weight. The semi-floating drive axle must 
not only transmit the driving torque, but must 
support the wheels besides, while the floating 
drive axles receive tortional strains only (the 
weight of the car being carried by the axle hous¬ 
ing). The bearings on which the wheels of a 
floating axle are mounted are outside of the axle 
tubes, and easily accessible, while those of the 
semi-floating axle are between the drive-axles and 
the tube, and hence are not as accessible. The 
drive-axles on a floating axle may be removed, 
permitting the differential to be taken out with¬ 
out disturbing the wheels or their mountings. 
This is, of course, impossible with a semi-float¬ 
ing axle, as in this type the housing must be 
entirely removed from the car, together with the 
wheels, axle and differential. 

The expense of manufacture of a semi-floating 
axle, however, is much less than that of the float- 
ing type, and as they have given satisfactory 
service where they have been properly designed, 
many manufacturers do not deem the greater 


*See page 126. 


THE AUTOMOBILE SALESMAN. 


533 


cost of the floating type warranted. For this 
reason, in late years, a compromise type has been 
evolved, known as the three-quarter floating type, 
which possesses some of the advantages of both. 
(Write Timken Axle Co., Detroit, Mich., for de¬ 
scription of their axles) see page 33, also charts 
272 and 272A. 

Three-Point Suspension. 

Three-point suspension is a general term that 
refers to the suspension of the power plant by 
three points, and has several applications to 
motor car design. The commonest of these is the 
three-point support of the engine, and three-point 
suspension, of the frame. When three-point sus¬ 
pension is specified as a separate feature, it is 
understood as referring to the frame suspension. 
When it is included in the description of the 
engine it refers to the engine. (See page 11 
and 72.) 

The advantages advanced for three-point sus¬ 
pension are as follows: An engine mounted to 
the frame by three points is not subjected to 


any strains upon the warping of the frame. The 
jarring from the road is less severe on a three 
point suspended frame, because at the end at 
which it is suspended by one point, lateral motion 
of the axle has very little effect upon the frame, 
so that in going over a bump on one side of 
the road it is seriously felt but once, although 
both axles are deflected by it. Three-point sus¬ 
pension permits of flexibility of the frame with¬ 
out loss of strength, thereby saving weight, as 
it requires greater strength to support a load 
rigidly, than it does flexibly. 

Many prominent motor car designers are ad¬ 
herents to the four-point form of engine support, 
not from any objection to the three-point prin¬ 
ciple, but because in practice the four-point sup¬ 
port has been found satisfactory. 

The Packard for many years used a four-point 
engine support on its four cylinder cars, but 
found it advantageous in the longer six cylinder 
engines to use the more flexible form of sus¬ 
pension, viz.; the three-point. 


*A Few Words to the Young Man Just Starting. 


There is an old saying to the effect, “All the 
world loves a lover.” There’s another one, just 
as true, to the effect that “ all the world loves 
an OPTIMIST.” 

It pays to be optimistic 1 “Be pleasant every 
morning until 10’clock, and the rest of the 
day will take care of itself.” 

Optimism is its own reward. Be pleasant and 
courteous at all times regardless of the kind 
of a reception you receive and in nine cases out 
of ten the coldest turndown will develop into a 
warm welcome if you exercise the proper amount 
of diplomacy and tact in approaching even the 
most irritable prospect. Even if you don’t suc¬ 
ceed in securing encouragement on your first call, 
you leave behind you a favorable impression which 
will be working in your interest and will do a 
whole lot towards landing the order for you on 
your second visit. 

Every day of course, cannot be a record day 
in gelling cars. We all have what seen to be 
our unlucky days, and you may occasionally have 
the same experience, but the very next day may 
develop into your record breaker, and more than 
offset the poor results of the preceding day. 

It is the general average which counts. You 
may have what seems to be two or three very 
unlucky days in one week and all of the other 
days may so far exceed the result of the un¬ 
lucky days that the average of the week will be 
up to your high water mark. Every business man 
will tell you that he has days and weeks when 
it seems that “the bottom has dropped out of 


business,” but yet at the end of the month or 
the end of the year they find the general average 
is very satisfactory after all. 

That’s the way you’ll find it in all lines of 
work. You will very seldom find real cause for 
discouragement, and all of these experiences in 
overcoming difficulties, and making the good days 
offset the bad days, is the sort of EXPERIENCE 
that will be of great value to you in your future 
work along any line. 

Some of our readers, who are now among the 
greatest producers, had what seemed to be more 
than their share of unlucky days at the start. 
Some of them wrote us at the end of the first 
week that they didn’t believe they could ever 
make a success of the work and they were on 
the point of giving up in disgust. They didn’t 
give up, however. They “stayed with the ship.” 
They started the second week with renewed de 
termination to succeed. And they DID succeed. 
They found that determination and persistency 
were the qualities that always WIN—just as they 
will win for YOU. 

As previously stated, the first essential is to 
know your car. Be prepared to intelligently 
present your proposition and know how to over¬ 
come any objection when it is presented. Be 
convinced, in your own mind, that you have a 
proposition which justifies the very best effort you 
are capable of putting forth. Sell to YOURSELF 
first— then you’ll find it an easy proposition to 
sell to others, and above all else, do not forget for 
one moment that you are the representative of 
the greatest industry the world has ever known. 


Where to Obtain Further 

Automobiles; write to one of the auto magazines 
(see page 529), and see also automobile manu¬ 
facturers addresses—below. 

Ignition; for catalogues on ignition, see igni¬ 
tion subject and page 288. 

Electric starter, etc.—see page 373. 

Carburetors; see page 162, for address of 
manufacturers. 

Where to obtain parts of cars no longer manu¬ 
factured—see page 547. 


Information or Catalogues. 

By addressing the publisher of this book; ad¬ 
dressing your correspondence to A. L. Dyke, 
Publisher, St. Louis, Mo., “Information Depart¬ 
ment,” and enclosing stamped and self-addressed 
envelope for reply, we will gladly furnish you 
with any information we can. At certain seasons 
of the year, inquiries of this nature are very 
numerous but we answer just as soon as we can. 

Suecifications of leading cars—see pages 543 to 
546. 


Addresses of some of the Leading 
Automobile Manufacturers. 


Abbott-Detroit Motor Car Co., Detroit. Mich. 
Apperson Motor Car Co., Kokomo, Ind. 
Auburn Motor Car Co., Auburn, Ind 
Briscoe Motor Car Co.. Jackson, Mich. 

Buick Motor Car Co., Flint, Mich. 

Cadillac Motor Car Co., Detroit, Mich. 

Case Motor Car Co., Racine, Wise. 

Chalmers Motor Car Co., Detroit, Mich. 
Chandler Motor Car Co., Indianopilis, Ind. 
Cole Motor Car Co., Indianapolis, Ind. 

Dodge Motor Car Co., Detroit, Mich. 

Dort Motor Car Co., Flint, Mich. 

Empire Motor Car Co., Indianpolis, Ind. 

Ford Motor Car Co., Detroit, Mich. 

Franklin Motor Car Co., Syracuse, N. Y. 
Hudson Motor Car Co.. Detroit, Mich. 
Hupmobile Motor Car Co., Detroit. Mich. 
Jackson Motor Car Co., Jackson, Mich. 

Jeffery Motor Car Co., Kenosha, Wise. 


King Motor Car Co., Detroit, Mich. 

Mercer Motor Car Co., Trenton, N. J. 

Metz Motor Car Co., Waltham, Mass. 

Mitchell Motor Car Co., Racine, Wise. 

National Motor Car Co., Indianapolis, Ind. 
Oakland Motor Car Co., Pontiac, Mich. 
Oldsmobile Motor Car Co., Lansing, Mich. 
Overland Motor Car Co., Toledo, Ohio. 
Packard Motor Car Co., Detroit, Mich. 

Peerless Motor Car Co., Cleveland, Ohio. 
Pierce-Arrow Motor Car Co.. Buffalo, N. Y. 
Regal Motor Car Co., Detroit, Mich. 
Scripps-Booth Motor Car Co., Detroit, Mich. 
Stearns-Knight Motor Car Co., Cleveland, Ohio. 
Studebaker Motor Car Co., Detroit. Mich. 
Stutz Motor Car Co., Indianapolis, Ind. 

Velie Motor Car Co., Moline. Ill. 

Westcott Motor Car Co., Richmond, Ind. 
Willys-Knight Motor Car Co., Toledo, Ohio. 
Winton Motor Car Co., Cleveland, Ohio. 


*See Instruction 44. 










534 **The S. A. E. Horsepower Formula. 

Tlie horsepower or a gasoline engine Is dependent upon the following things: number of cylin¬ 
ders, area of piBton heads, average number of pounds per square inch exerted upon the piston during the 
working strokes, and the revolution per minute of the engine. 

S. A. E. means Society of Automotive Engineers. This formula was orignally adopted by the A. L. 
A. M. (American Licensed Automobile Manufacturers) and later by the S. A. E. 


It has been worked out upon the assumption that the piston speed is 1000 ft. per min. and that the 
mean effective pressure is 90 lb. per sq. in. Inasmuch as the piston speeds of modern engines run up 
as high as 1500 to 2000 ft. per min., and the mean effective pressures per sq. in. go up to 1 10 to 120 
lb., you can see that this formula is not altogether accurate, as to the actual horse power would be con¬ 
siderably more, however it is used for estimating and serves its purpose. 

In order to compensate for the inferior quality of gasoline, some manufacturers have reduced the area 
of the combustion chamber so as to give a high compression. 

*Piston Speed. 

S. A. E. Horsepower Table. 

J-J p* -fPTAM. TN tWCKH3) a x NUMBER OP CYLINDERS 


When this S. A. E. formula was first adopted most engines 
developed their horse power at 1000 feet of piston travel per 
minute. Therefore it was worked out under the assumption 
that the piston speed is 1000 feet per minute. 


8CRE 


HORSE POWER 


INCHES 

NI LIU 
METERS 

1 CYL¬ 
INDER 

2 CYL¬ 
INDERS 

4 CYL¬ 
INDERS 

6 CYt- 
IN 0 ERS 

2* 

64 

2.5 

5-0 

10.0 

15-0 

$ 

68 

2.8 

5-5 

II.O 

16.5 

i 

70 

3-0 

6.0 

12.1 

18.1 

i 

7J 

3-3 

6.6 

13.2 

19.8 

3 - 

76 

3-6 

7-2 

I4.4 

2 X .6 

£ 

79 

3 9 

7.8 

15-6 

23 4 

i 

83 

4.2 

8.4 

16.9 

25 3 

t 

85 

4.6 

9-1 

18.2 

27-3 

3i 

89 

4-9 

9.8 

19.6 

29.4 

i 

92 

5-3 

10.5 

21.0 

31-5 

4 

% 

95 

5-6 

IX.2 

22.5 

33-7 

i 

99 

6_.o 

12.0 

24.0 

36.0 

4- 

102 

6.4 

12.8 

25.6 

38.4 

£ 

105 

6.8 

13.6 

27.2 

40.8 

i 

108 

7.2 

14.4 

28.9 

43-3 

i 

xii 

7-7 

153 

30.6 

45-9 

4* 

114 

8.1 

16.2 

32.4 

48 6 

1 

118 

8.6 

17.1 

34-2 

51.4 

i 

X2X 

9.0 

18.0 

36.x 

54-2 

i 

124 

9-5 

19.0 

380 

57-o 

5- 

127 

10.0 

20.0 

40.0 

60.0 

£ 

X30 

10.5 

21.0 

42.0 

63.0 

£ 

133 

IX.0 

22.0 

44 -x 

66.x 

i 

*37 

xi .6 

23.1 

46,2 

69 -3 

5i 

140 

12.1 

24.2 

48.4 

72.6 

$ 

143 

12.7 

25-3 

50.6 

75-9 

i 

146 

132 

26.4 

52.9 

79-3 

i 

149 1 

13-8 

27.6 

55-2 

82.8 

6- 

152 

144 

28.8 

57 6 

86 4 


The factor of piston speed takes in both the length of the 
stroke and speed of the crank-shaft in rev. per min. and mean 
effective pressure of 90 lb. to the square inch. 

The shorter the crank the quicker it can be turned, the 
longer the crank, more piston travel per stroke, therefore 
crank can travel slower and still the piston will travel the 
required distance. 

As an example; suppose the stroke of an engine is 4 inches, 
it would have to make 3 strokes to travel 12 inches or 1 foot, 
because each stroke is 4 inches in length. Take on the other 
hand, an engine with a stroke of 6 inches; it would have but 
2 strokes to make per 12 inches or 1 foot of travel. Therefore 
it is evident from the above that the shorter the stroke, the 
faster crank must move to cause piston to travel 1000 feet in 
the specified time. 

A given amount of power can be developed in cylinders of 
either large or small diameter. Thus there is the example of 
the stationary gas engine. To obtain for example, 10 h. p. 
from this type of engine a very large cylinder and compara¬ 
tively slow speed would be employed with a maximum speed 
of perhaps 300 to 600 r. p. m. A modern 10 h. p. 
automobile engine on the other hand has four very small 
cylinders, but a high speed say, 1500 to 2000 revolutions per 
minute. The individual power impulses are very much weaker 
than those of the large slow speed engine, and consequently its 
parts can be made much lighter and smaller, as the shocks 
and stresses that have to be sustained are proportionately 
much less. 

How To Figure The S. A. E. Formula. 

This formula is used by all leading manufacturers and by 
the license offices in different cities. 

D- N 

H. P. = - 

2.5 

For example: What is the estimated formula h. p. of a 
four cylinder engine which has a 4 inch stroke? 

By referring to the table, to the left, one 4 in. bore cylinder 
is 6.4 and 4 cylinders of 4 in. bore is 25.6 h. p. This is 
arrived at as follows: 


S. A. E. Horsepower Table 
for 4, 6, 8 and 12 Cylinder 
Engines. 


Bore In -Number of Cylinders- 


inches Four 

Six 

Eight 

Twelve 

,2 V. 

10.00 

15.00 

20.00 

30.00 

2% 

11.23 

16.85 

' 22.46 

33.70 

2% 

12.08 

18.13 

24.16 

36.23 

2% 

13.37 

20.00 

26.74 

40.00 

3 

14.40 

21.60 

2S.80 

43.20 

3^ 

15.64 

23.50 

31.28 

47.00 

3y* 

16.92 

25.39 

33.84 

50.78 

3% 

18.21 

27.30 

36.42 

54.60 

3 Vj. 

19.61 

29.45 

39.22 

58.90 

3% 

21.08 

31.57 

42.16 

63.14 

3% 

22.50 

33.75 

45.00 

67.50 

3% 

24.22 

36.32 

48.44 

72.64 

4 

25.60 

38.40 

51.20 

76.80 

4% 

27.20 

40.80 

54.40 

81.60 

4 Vi 

29.00 

43.50 

58.00 

87.00 

4% 

30.65 

46.00 

61.30 

92.0Q 

4 'A 

32.40 

48.60 

64.80 

97.20 

4% 

34.28 

51.41 

69.56 

102.81 

4% 

36.15 

54.20 

72.30 

108.40 

4% 

38.25 

57.21 

76.50 

114.42 

5 

10.00 

60.00 

80.00 

J 20.00 

5% 

42.20 

63.20 

84.40 

126.40 

514 

44.20 

66.40 

88.40 

132.80 

0% 

46.34 

69.50 

92.68 

139.00 

5 V 2 

48.48 

72.72 

96.06 

145.44 

5% 

50.80 

76.10 

101.60 

152.20 

5% 

53.00 

79.50 

106.00 

159.00 

5% 

55.28 

83.88 

110.56 

167.76 

6 

57.70 

86.64 

115.40 

173.28 


D2 (diameter squared) 4X4 = 16. 

N (number of cylinders) 16 X 4 = 64. 

2.5 (constant) 64 -r- 2.6 = 25.6 h. p. 

It will be noted that the stroke of the cylinder was not 
taken into consideration at all. 

Another Formula (not the S. A. E.). 

The following formula takes into consideration the stroke as well as 
the bore and also the speed. 

H. P. Formula: D 2 x N x L x R 

- = H. P. 

C 

This means square the diameter or bore of the cylinder (D 2 ) and mul¬ 
tiply the result by the number of cylinders (N) and multiply this result 
by the length of stroke (L) and multiply this result by the revolutions 
(R) per minute of crank shaft, then divide this total result by the 
“constant” (C) below. 9 

The “constant” for 4 cycle engine is 13,000. 

The “constant” for 2 cycle engine is 10,000. 

Example; suppose we have a 4 cylinder engine—4 inch bore (diam¬ 
eter) and five inch stroke and 1000 revolutions per minute—what is 
the horse power? 

4x4 equals 16 (squaring the diameter D 2 ). 

16 x 4 equals 64 (result multiplied by number of cylinders “N”) 
64 x 5 equals 320 (result multiplied by length of stroke “L”). 
320 x 1000 equals 320000 (result multiplied by number of revolu¬ 
tions “R”). 

320000 divided by the “constant,” 13,000 will give us 24.6 h. p for a 
4 cycle engine. ' 

320000 divided by 10,000 will give us 32 h. p. for a 2 cycle engine. 

The “constant” is a figure arrived at by the founder of the formula. 
You will note there is a difference of 1 h. p. between the horse power 
figured with this formula and the S. A. E. formula. There is usually 
a difference with all formulas. 


i 


I 


CHART NO. 234—Horse Power Formulas. *See page 540 for table of piston travel in feet per min 
**Now known as the N. A. C. C. (National Automobile Chamber of Commerce) formula. 































































535 


HORSE POWER, TABLES AND GENERAL DATA. 


INSTRUCTION No. 40. 

HORSE POWER, TABLES AND GENERAL DATA. 


Power, Work, Horse 

Power: In order to understand power one 
must consider that its definition is the rate 
(speed) of doing work. 

Work is a force acting through a distance, 
for example, if we lift 10 lbs. through 2 
feet, ' we accomplish an amount of work 
equal to 10 lbs. X 2 ft. or 20 foot lbs. 

The next factor is the rate (speed) of doing 
this work. For example, suppose we lift 10 
lbs. through 2 feet in 10 minutes, our pow T er 
is 10 lbs. X 2 ft. -r- 10 min., or 2 foot pounds 
per minute. 

Horse Power (H. P.) is then a unit of 
power, namely the accomplishment of 33,000 
ft. lbs. of work in 1 minute, expressed as 1 
horse power (1-H. P.) The norse power 
unit is used in motor work as a standard 
rate of doing mechanical work, equal to 
33,000 pounds (or weight) raised through 
a height of 1 foot in 1 minute; or any 
proportionate ratio which multiplied to¬ 
gether equals 33,000 ft. lbs. in the same 
time, is also equal to 1 horse power. The 
horse power has nothing to do whatever 
with the power developed by a horse—but 
in the days of Watt and early engineers 
(of the 18th century) the work in ft. lbs. 
capable of being done by an average 
draught horse in 1 minute w r as taken as the 
unit of power. The French horsepower 
equals 32,549 ft. lbs. of w T ork in one minute, 
expressed as 1 horsepower, and is thus less 
than the English standard. 

Torque is tlxe product of force X by the distance 
at which it is exerted from the center of rotation, 
for example suppose we have a 1 foot pipe 
wrench and we apply a force of 40 lbs. on the 
end of that wrench, we will then exert a torque 
of 40 lbs. X 1 foot, or 40 ft. lbs. of torque. On 
the other hand, if we had a 2 foot pipe wrench 
and exerted 40 lbs. on the end of it we would 
exert a torque of 40 lbs. X 2 feet, or 80 foot lbs. 
torque. This explains why it is easier to ud 
screw a pipe coupling with a 2 foot wrench than 
it is with a 1 foot wrench—the torque is greater. 

When we say an engine developes 83 ft. lbs. tor¬ 
que, we mean that at a distance of 1 foot from 
the center of the crankshaft the engine would 
exert a force of 83 lbs. or at a distance o,f 83 
feet from center of crankshaft the engine would 
exert a force of 1 lb. For instance, suppose we 
w’ished to stop an engine which exerted 83 ft. 
lbs. torque, by means of a pipe wrench. If a 1 
foot wrench was used, by exerting a force of 
83 lbs. on the end of the wrench it would stop 
the engine. Or if an 83 foot wrench were used, 
a force of 1 lb. exerted at end of wrench, would 
stop engine. 


Power and Torque. 

For example the engine at 900 r. p. m. is like 
Tom, who can carry 150 lbs. of bricks (we will 
term the carrying capacity of Tom torque), at a 
speed of 4 miles per hour. Suppose the bricks 
had to be moved one mile. Tom could move 4 
xl50 = 600 lbs. of brick in 1 hour. 

The engine while running at 1600 r. p. m. is like 
Phillip, who can only carry 125 lbs. of bricks but 
can run, at a speed of 6 miles per hour. Philip 
could then move the bricks a mile at the follow¬ 
ing rate of speed; 6x125 = 750 lbs. of brick in 1 
hour. Therefore while Phillip developes less 
torque, he developes greater power. 

Therefore, at 900 r. p. m. the load curried (torque) 
is greater, but speed is less and the rate of doing 
work is less. At 1600 r. p. m. the load carried 
(torque) is less but the speed and rate of doing 
the work (H. P.) is greater. 

The reason why engine developes less torque at 
1600 r. p m. than at 900 r. p. m., is due to the 
fact that the cylinder receives a smaller charge 
of gas per stroke at 1600 than at 900 r. p. in., due 
to the inertia and the friction of the gases passing 
through manifold and valve. At the lower speed, 
the effect of inertia and friction is small, allow¬ 
ing a considerable quantity of gas to be intro¬ 
duced into the cylinder at each inlet stroke, 
while on the other hand, at 1600 r. p. m. the high 
velocity of the gas causes a considerable amount 
of friction and the effect of inertia (tendency to 
move slower) is greater which decreases the 
charge of gas entering the cylinder. This also 
accounts for the great decrease of torque and 
consequent falling off of power (H. P.) after 
1600 r. p. m. Therefore this engine exerts its 
greatest pull at 900 r. p. m. and the futility of 
racing engine when attempting to pull out of a 
hole is apparent. See also, page 770 for table of 
engine speeds and torque. 

The Dodge engine, which has larger cylinders 
and valves, exerts its greatest pull (torque) at 
from 1100 to 1400 r. p. m. wheras its greatest 
speed and h. p. is at 2200 r. p. m. 

Power and Pressure Abbreviations. 

Brake horsepower (B. H. P.) : Power delivered at 
the cranshaft—see page 861 and 537. 

Indicated Horsepower (I. H. P.) : Power deliv¬ 
ered by the gas inside the cylinder to the piston— 
see page 863. 

If an engine developes 10 indicated horsepower 
and it takes 3 horsepower to drive itself, the 
crankshaft would deliver 7 h. p. and the rating 
of engine would be 7 brake horsepower or 10 
indicated horsepower. 

To estimate the h. p. of an engine within a rea¬ 
sonable degree of accuracy, one of the several 
formulas promulgated for the purpose is the N. 
A. C. C. page 534. 

To actually calculate the h. p. the brake test 
must be made with a mechanical machine as a 
“prony brake test” page 537, or ‘‘dynamometer 
test” page 536. 



On the Ford engine the torque at 900 r. p. m. (see 
illustration of curve), is 83 ft. lbs. and the h. 
p. is 14.2 whereas at 1600 r. p. m. the torque is 

only 65 ft. lbs. and 
the h. p. is 20. Also 
note that the torque 
increases up to 900 
r. p. m. then falls off 
and also note that 
the h. p. increases 
up to 1600 r. p. m. 
then falls off. (See 
200 R.P. m. 900 R.P. m. i6oo e. p. m. also page 770). 


20 HORSE 


83 LBS 


POWER: 


TORQUE'■ 


To the layman it would appear that the greatest 
pull or force exerted would be at 1600 r. p. m., 
but such is not the case. The greatest pull on 
this particular engine is at 900 r. p. m. 

The reason why greater h. p. can be developed 
with lesser torque is due to the factor of speed, 
which we have already seen is one of the items 
effecting power. 


Thermal efficiency of an engine—see page 587. 

Mechanical efficiency of an engine—see page 863. 

Compression pressure is the pressure of the gas 
after being drawn into the cylinder and com¬ 
pressed in the combustion chamber by the up com¬ 
pression stroke of piston. This varies with the 
quantity of gas drawn into cylinder, speed of 
piston, size of combustion chamber and condition 
of valves, rings and tightness of parts—see page 
627 for average compression, see also page 640, 
626. 

The expansion pressure (often termed explosion 
pressure) would be the maximum or greatest 
pressure immediately following the combustion or 
burning of the gases. This pressure is many 
times greater than compression pressure. This 
expansion pressure (gas expands when ignited and 
heated) continues but diminishes throughout the 
entire power stroke. 

—continued on next page: 







536 


DYKE’S INSTRUCTION NUMBER FORTY. - 


—continued from page 535. 

Mean effective pressure (M. E. P.): During the 
entire cycle of a gas engine, the cylinder is 
subjected to many variations of pressure. We 
have seen that during the power Btroke, the pres¬ 
sure decreases as the piston proceeds along its 
stroke. All of this pressure causes the engine to 
deliver power. In the same way, during compres¬ 
sion stroke the pressure gradually increases as 
the piston travels upward. All of this pressure hin¬ 
ders the engine from delivering power and should 
therefore be considered as a negative power. Now, 
if we average up all the pressures during a cycle 
and substract those which hinder the engine from 
those which help it, (the power stroke is the 
only stroke which helps), we will arrive at the 
M. E. P. that is, the average or mean pressure 
which is effective in producing power. 


Horse power and revolutions. The gasoline en¬ 
gine, within certain limits is dependent upon en¬ 
gine revolutions for power. If the revolutions 
are not maintained to a certain speed, especially 
on 1, 2 and 4 cyl. engines, the power is n?t suffi¬ 
cient to start car or climb hills. It is for this 
reason that transmission gears are necessary. 

In mentioning the nominal horse-power of an 
engine, 1. e., the catalogued h. p. it is intended to 
convey that the engine develops this power at 
1000 feet of piston travel (see page 534). This 
by no means indicates the maximum, however. 
For instance, a Hudson engine develops 35 h. p. 
at 1000 r. p. m. *nd 77% h. p. at 2400 r. p. m. 
and then drops off to 75 h. p. at its highest 
speed of 2700 r. p. m. 


The Fan Dynamometer. 

iffm§s5 


MATTE 

VJPPIY 


UNIVEPSM 

CKC-1NC 

5TANP 



s au/mjnOm 


ENGINE ATTACHMENT 



Consists of a fan, driven by 
engine. The power required to 
turn the fan increases with the 
speed and at all times bears a 
definite relation to the speed. 
Hence, knowing the speed, it 
is possible to determine the 
horse power being developed— 
see r. p. m. (revolutions per 
minute) and h. p. table below. 

The speed is shown by means 
of a speedometer, driven from 
the fan shaft, but registering 
revolutions per minute instead 
of miles per hour. 

Engine is bolted to a frame. 
The drive shaft is shown. The 
fan shaft is carried on two 
heavy pillow blocks bolted to 
wooden supports with ball or 
roller type bearings if possible. 
The fan arm should be of solid bar nickel steel, 
3x%" by long. The hub should also be of 

nickel steel. Fan blades are heavy sheet aluminum, 
placed 40 in. apart on centers, and bolted to the 
fan arm by means of angle iron strips that are riv¬ 
eted back to back on the aluminum blades. To avoid 
accident the fan is enclosed in a cage of mesh wire 
netting. 


I| x !£'x k 

1NGLC IRON> 


R.P.M. 

400 

600 

800 

1000 

1200 

1300 

1400 

1500 

1600 

1700 

1800 


H.P. 

1 

2 % 

6 

12 

20 

25 

37 

40 

48 

60 

70 


Electrical Dynamometer. 


AtHtTAACt* (>»MP») 





IMCO IMOlCATO* 


The method for testing the h. p. of a gasoline 
engine with an electrical dynamometer is as fol¬ 
lows:—The engine is belted or (preferably) coupled 
direct to a dynamo machine. Connected up with the 
dynamo are two specially accurate electrical measur¬ 
ing instruments, one a voltmeter and the other an 
amperemeter. The current which the dynamo pro¬ 
duces when driven is used up by either a group of 
lamps or a set of wire or liquid resistances. The 
amount of work the dynamo will do, such as light¬ 
ing lamps, etc., depends on the power put into it 

from the engine. It is easy to convert electrical 
power units into mechanical units. Thus: am¬ 
peres x volts equals watts, and there are 746 watts 
to a horsepower, so that by simply taking the read¬ 
ings of the voltmeter and ammeter the amount of 
power the dynamo is giving out is at once calculated. The dynamo, of course, does not transform the 

whole of the power put into it into electricity, but it may transform somewhere near 90 per cent of it. 

Certain mechanical and electrical losses occur in the dynamo, but these are calculated beforehand. Hence, 
knowing exactly how much of the power, put into the dynamo is lost or wasted and the maximum amount 
given out, will give the power actually produced by the engine. 


CHART NO. 224A—Gasoline Engine Horse Power. The Fan Dynamometer. Electrical Dynamo¬ 
meter. 


*Fan Dynamometer from Motor World by Mr. S. T. Williams (used by Reo Service Stations). 




































































































































HORSE POWER, TABLES AND GENERAL DATA. 


537 



Prony Brake Test 

Is one method of testing the 
brake h. p. and torque of an en¬ 
gine. 

One horse-power is defined as 
the power that will raise 550 lb. 
1 ft. high in 1 sec., or, as the case 
may be, 33,000 lb. 1 ft. high in 1 
min. The power that will do one 
will exactly do the other if the 
gearing is suitably arranged. 

Torque is the product of force 
X by distance at which it is ex¬ 
erted from center of rotation. If 
arm D is 3 ft., and 30 lbs. pull is 
shown at F, at 1500 r. p. m., then 
the torque would be 30 lbs. X 
3 = 90 foot pounds torque. 

To find the h. p. at, say, 1500 r. p. m., we start up the engine (having first rigged up to some con¬ 
venient part a speed counter), open throttle fully, tighten down clamp by the screws (E) until engine 
is slowed to the required speed namely, 1500 r. p. m. The number of pounds pull on arm (D) is now 
read off at (F). 

Observe now the calculation. We first measure the distance from the central point of the flywheel to 
the point of the arm which rests on the scale. Assume this to be 3 ft., and the number of lbs. indicated 
on the scale to be 30, and we have all the necessary information. 

This 3 ft. arm (D) is virtually the radius of an imaginary flywheel 6 ft. in diameter, which exerts at 
its rim—i. e., at the point resting on the scale—a pull of 30 lbs. 

Now a flywheel having a diameter of 6 ft. has, roughly, a circumference of 19 ft., and if its speed is 
to be* 1500 r. p. m., we have here a rim speed of 28500 ft. per minute, exerting a pull of 30 lb., or, in 
other words, 855000 ft. lbs. per minute. But, as we have seen, 33,000 ft. lbs. per minute is 1 h. p., there¬ 
fore it requires but a simple division (855,000-1-33,000) to find that the engine is developing nearly 26 h. p. 

In actual practice, rather more elaboration is necessary to cope with secondary considerations. A 
suitable method of dealing with the friction on the flywheel, for instance, must be found. A proper lin¬ 
ing for the braking clamp, so that the drag on the flywheel is constant, free from jerks, etc. 

Relation of Speed of Engine to Road Wheels. 

Fig. 5.—If you did not know the ratio between the speed of the engine and the speed of the car, there 
ii a way of arriving at this ratio approximately. Jack up both the rear wheels as shown in fig. 5, and 

then after throwing the car into low gear crank the engine slowly by hand, counting the number of 

times the engine has to be completely turned over to one complete revolution of both rear wheels or two 
complete revolutions of one rear wheel. First make a reference mark on the flywheel, or take one of 

the timing marks as a reference, and after bring¬ 

ing this directly under the pointer, if there is one; 
or some other reference point on the flywheel hous¬ 
ing, make a mark on the tire and another directly 
below this on the floor. Now turn the engine 
slowly, and when the rear wheel is again in line 
with its floor mark, count the number of times the 
flywheel has turned. If it has taken 20 revolutions 
of the engine, the ratio is 20 to 1, and so on. 
Test intermediate and high gear in the same 
manner. See page 22 for meaning of ratio and 
page 583; ratio of different cars. 


How To Read a Taximeter. 




Fig. 2 — Taximeter starting 
with tariff sign showing one 
fare or passenger. 


Fig. 3 — Taximeter with 
three or more persons. 


A taximeter is used on taxicabs for the purpose of keeping tab on 
the distance traversed and cost per mile to a passenger. 

When car is standing the meter is shown with the vacant sign stand- 
Fig. 1. ing upright and all dials at zero, per fig. 1. 

When car starts on a trip with one or two persons, the “Vacant” sign is turned to the right, as 
shown in fig. 2. The tariff shows a figure 1, which means one fare to. be charged. The total fare 
registers 30c which is the charge for the first one-half mile, and which is made when the vacant sign 
is first pulled to the right. After the first half-mile charge is recorded, the instrument automatically 
charges 10c for each additional quarter mile. In case a trunk is carried, the driver turns the knob on 
the reverse side of the instrument, which causes the trunk charge to be recorded, in the extra space, 
and also adds this amount of extra to the “total fare” already recorded. After the passenger leaves 
the taxicab and pays the fare, the vacant sign is returned to vertical position and figures again go to zero. 

When three or more persons enter a taxicab, the “Vacant” sign is turned to the left a.s shown in 
fig. 3. The initial charge of 30c is the charge for the first one-third mile and additional 10c for each ad¬ 
ditional one-sixth mile (note difference of one fare and double fare charge). 

When taxicab is kept waiting, there is a clock mechanism which, when the “Vacant” sign is down 
and the vehicle standing, a charge of 10c is registered for the first 6 minutes, and a similar charge for 
each additional 6 minutes of waiting. (Note this may vary in different localities.) 


CHART NO. 225—The Prony Brake H. P. Test. Ratio of Speed of Engine to Road Wheels. How 
To Read a Taximeter. 

















































































«o «o wa us w3 o 


♦Piston Displacements of Four-Cylinder F.nglnes in Cubic Inches 


538 


D*. 7854 SN—P.D 

PISTON DISPLACEMENTS Cubic Inchca 

__Numbers »t heads of columns are stroke lengths 


4 CYL. ENGINES 

Limit of Err>.r=0.04 c u. in .l 


Bore, |i 
[nche* | 

3 

3) 

n 

31 

3* 

31 

31 

31 

4 

41 

41 

41 

41 

41 

4! 

4} 

5 

51 

5* 

Si 

Si 

3 

84.8 

88.4 

91.9 

95.4 

99.0 

102 5 

106.0 

109.6 

113.1 

116.6 

120 .2 

123.7 

127.2 

130.8 

134.3 

137.8 

141.4 

144.91148.4 

152.0 

155.S 

3 A 

88.4 

92.0 

95.7 

99.4 

103.1 

106.8 

110.5 

114.2 

117.8 

121.5 

125.2 

128.9 

132.6 

136.3 

139.9 

143.6 

147.3 

151.0 

154,7 

158.4 

162.0 

31 

92.0 

95.9 

99.7 

103.5 

107.4) 

111.2 

115.0 

118.9 

122.7 

126.5 

130.4 

134.2 

138.1 

141.9 

145.7 

149.6 

153.4 

157.2 

161.1 

164.9 

168,7 

3 A 

95.8 

99.7 

103.7 

107.7 

111.7* 

115.7 

119.7 

123.7 

127.7 

131.6 

135.6 

139.6 

143.6 

147.6 

151.6 

155.6 

159.6 

163.5 

167.5 

171.5 

175.5 

31 

99.5 

103.7 

107.8 

112.0 

116.1: 

120.3 

124.4 

128.5 

132.7 

136.8 

141.0 

145.1 

149.3 

153.4 

157.6 

161.7 

165.9 

170.0 

174.2 

178.2 

182.5 

3 A 

103.4 

107.7 

112.0 

116.3 

120.6 

125.0 

129.31 

133.6 

137.9 

142.2 

146.5 

150.8 

155.1 

159.4 

163.7 

168.0 

172.4 

176.7 

181.0 

185 .3 I8y.C> 

31 

107.4) 

111.8 

116.3 

120.8 125.3 

129.7 

134.2 

138.7 

143.1 

147.6 

152.1 

156.5 

161.0 

165.3 

170.0 

174.5 

178.9 

183.4 

187.9 

192 4:196.8 

3 A 

111.5: 

116.1 

120.3 

125.4*130.0 

134.7 

139.3 

144.0 

148.6 

153.3 

157.9 

162.5 

167.2 

171.3 

176.5 

181.1 

185.8 

190.4 

195.1 

199.7 

. o 

31 

115.4 

120.3 

125.1 

129.91134.7 

139.5 

144.3 

149.1 

153.9 

158.7 

1.63.5 

168.4 

173.2 

178.0 

182.8 

187.6 

192.4 

197.2 

202.0 

206.8 

211.6 

3 A 

119.6 

124.6 

129.6 

134.5 

139.5 

144.5 

149.5 

154.5 

159.5 

164.4 

169.4 

174.4 

179.4 

184.4 

189.4 

194.3 

199.3 

204.31209.3 

214.3 

219.3 

31 

123.9 

129.0 

134.2 

139.3 

144.5 

149.7 

154.8 

160.0 

165.1 

170.3 

175.5 

180.6 

185.8 

190.9 

195.3 

201.3 

206.4 

210.61216.7 

221 .9 

227.1 

3*1 

128.2 

133.5 

138.8 

144.2 

149.5 

154.8 

160.2 

165.5 

170.9 

176.2 

181.5 

186.9 

192.2 

197.6 

202.9 

208.2 

213.6 

218.9 224.3 

229.6 

234.9 

3} 

132.5 

138.0 

143.6 

149.1 

154.6 

160.1 

165.6 

171.2 

176.7 

182.2 

187.7 

193.3 

198.8 

204.3 

209.9 

215.4 

220.9 

226.41231.9 

237.4 

242.9 

311 

137.0) 

142.7 

148.4 

154.4 

159.8 

165.5 

171.3 

177.0 

182.7 

188.4 

194.1 

199.8 

205.5 

210.7' 

216.9 

225.6 

228.3 

234.01239.7 

245.4 

251.2 

31 

141.5* 

147.4 

153.3 

159.2 

165.1 

171.0 

176.9 

182.8 

188.7 

194.6 

200.4 

206.4 

212.3 

218.2 

224.0 

229.9 

23S.8 

241.7 

247.6 

252.5 

259.4 

3 11 

146.1 

152.2 

158.3 

164.4 

170.5 

176.3 

182.6 

188.7 

194.8 

200.9 

207.0 

213.1 

219.2 

225.3 

231.3 

237.4 

243.5 

249.6 

255.7 

261.8 

267.9 

4 

150.8 

157.1 

163.4 

169.7 

175.9 

182.2 

188.5 

194.8 

201.1 

207.4 

213.6 

219.9 

226.2 

232.5 

238.8 

245.0 

251 .3 

257.6 

263.9 

270.2 

276.5 

4 A 

155.5 

162.0 

168.5 

175.0 

181.5 

188.0 

194.4 

200.9 207.4 213.9 

220.3 226.8 

233.3 

239.8 

246.3 

252..8 

259.2 

265.7 

272.2 

278.7 

285.2 

41 

160.4 

167.0 

173.7 

180.4 

187.1 

193.8 

200.5 

207.1 

213.8 

220.5 

227.2 

233.9 

240.5 

247.2 

253.9 

260.6 

267.3 

274.0 

280.6 

287.3 

294,0 

4 A 

165.3 

172.2 

179.0 

185.9 

192.8 

199.7 

206.6 

213.5 

220.4 

22 7 2 

234.2 

241.0 

247.9 

254)8 

261.7 

268.6 

275.4 

282.3 

289.2 

296.1 

303.0 

41 

170.2 

177.3 

184.4 

191.4 

198.5 

205.6 

212.7 

219.8 

226.9 

234.0 

241.1 

248.2 

255.3 

262.3 

269.4 

276.5 

283.6 

290.7 

297.8 

304.9 

312.0 

4 A 

175.3 

182.6 

189.9 

197.2 

204. S 

211.8 

219.1 

226.4 

233.7 

241 .0 

248.3 

255.6 

262.9 

270.2 

277.5 

284. S 

292.1 

299.4 

306.7 

314.0 

321.3 

4| 

180.4 

187.9 

195.4 

202.9 

210.5 

218.0 

225.5 

233.0 

240.5 

248.0 

255.5 

263.1 

270.6 

278.1 

285.6 

293.1 

300.7 

308.2 

315.7 

323.2 

330.7 

4 A 

'185.6 

193.3 

201.1 

208.8 

216.5 

224.3 

232.0 

239.7 

247.5 

255.2 

262.9 

270.7 

278.4 

286.1 

293.8 

301.6 

309.8 

317.1 

324.8 

332.3 

340.2 

44 

190.9 

198.8 

206.8 

214.7 

222.7 

230.6 

238.6 

246.5 

254.5 

262.4 

270.4 

278.3 

286.3 

294.2 

302.2 

310.2 

318.1 

326.1 

334.0 

341.'$ 

349.9 

4 A 

196.2 

204.4 

212.5 

220.7 

228.9 

237.1 

245.2 

253.4 

261 .6 

269.8 

278.0 

286.1 

294.3 

302.5 

310.7 

318.8 

327.0 

335.2 

343.4 

351.5 

359.7 

41 

201.6 

210.0 

218.4 

226.8 

235.2 

243.6 

252.0 

260.4 

268.8 

277.2 

285 .6 

294.0 

302.4 

310 8 

319.2 

327.6 

336.0 

344.4 

352.8 

361.2 

369.6 

4R 

207.1 

215.7 

224.3 

233.0 

241.6 

250.2 

258.9 

267.5 

276.1 

284.7 

293.4 

302.0 

310.6 

319.2 

327.9 

336.5 

345.1 

353.8 

362.4 

371.0 

379.6 

41 

212.7 

221.5 

230.4 

239.2 

248.1 

2S7.0 

265.8 

274.7 

283.5 

292.4 

301.2 

310.1 

319.0 

327.8 

336.7 

345.6 

354.4 

363.3 

372.1 

381.0 

389.9 

4tf 

218.3 

227.4 

236.5 

245.6 

245.7 

263.8 

272.9 

281.9 

291.1 

300.1 

309.2 

318.3 

327.4 

336.5 

345.6 

354.7 

363.8 

372.9 

382.0 

391.1 

400.2 

4{ 

224.0 

233.3 

242.6 

252.0 

261 .3 

270.6 

280.0 

289.3 

298.6 

308.0 

317.3 

326.6 

336.0 

345.3 

354.6 

364.0 

373.3 

382.6 

392.0 

401.3 

410.6 

*R 

229.8 

239.3 

248.9 

258.5 

268.1 

277.6 

287.2 

296.8 

306.3 

315.9 

325.5 

335.1 

344.6 

354.2 

363.8 

3 73.4 

382.9 

392.5 

402.1 

411.6 

421.2 

5 

235.6 

245.4 

255.3 

265.1 

274.9 

284.7 

294.5 

304.3 

314.1 

324.0 

333.8 

343.6 

353.4 

363.2 373.0 

382.9 

392.7 

402.5 

412.3 

422.1 

431.9 

5 A 

241.5 

252.6 

261.7 

271.7 

281.8 

291.8 

301.9 

312.0 

322.1 

332.1 

342.2 

352.2 

362.3 

372.4 382.4 

392.5 

402.6 

412.6 

422.7 

432.8 

442.8 

si 

247.6 

257 .9 

268.2 

278.5 

288.8 

299.1 

309.4 

319.8 

,330.1 

340.4 

350.7 

361.0 

371.3 

381.6 

392.0 

402.3 

412.6 

422.9 

433.2 

443.5 

453.8 

5 A 

253.6 

264.2 

274.7 

285.3 

295.9 

306.5 

317.0 

327.6 

338.1 

348.7 

359.3 

369.8 

380.4 

391.0 

401.5 

412.1 

422.7 

433.2 

443.8 

454.4 

46S.0 

51 

259.8 

270.6 

281.4 

292.2 

303.0 

313.9 

324.7 

335.5 

346.3 

257.2 

368.0 

378.8 

389.6 

400.4 

411.3 

422.1 

432.9 

443.7 

454.6 

465.4 

476.2 

5 A 

266. 

277.1 

288.2 

299,3 

310.3 

321 .4 

332.5 

343.6 

354.7 

365.7 

376.8 

387.9 

399.0 

410.1 

421.2 

432.3 

443.3 

454.4 

465.3 

476.6 

487.7 

51 

272.3 283.7 

295. 

306.4 

317.7 

329.0 

340.4 

351.7 

363.1 

374.4 

385.8 

397.1 

408.5 

419.8 

431.2 

442.5 

453.9 

465.2 

476.5 

487.9 

499.2 

5 A 

278.6 290.2 

301.9 

313.5 

325.1 

336.7 

348.3 

359.9 

371.5 

383.1 

394.7 

406.3 

418.0 

429.6 

441.2 

452.8 

464.4 

476.0 

487.6 

499.2 

510.8 

51 

285.1 

297.0 

308.8 

320.7 

332.6 

344.5 

356.4 

368.2 

380.1 

392.9 

403.8 

415.7 

427.6 

439.5 

451.4 

463.3 

475.2 

487.0 

498.9 

510.8 

522.7 

5 A 

291.6 

303.7 

315.9 

328.0 

340.2 

352.3 

364.5 

376.6 

388.8 

400.9 

413.1 

425.2 

437.4 

449.5 

461.7 

473.8 

486.0 

498.1 

510.3 

522.4 

534.6 

5f 

295.2 

310.6 

323.1 

33S.S 

347.9 

360.3 

372.7 

385.2 

397.6 

410.0 

422.4 

434.9 

447.3 

459.7 

472.1 

484.6 

497.0 

509.4 

521.8 

534.2 

546.7 

SR 

304.9 

317.3 

330.2 

343.0 

355.7 

368.4 

381.0 

393.7 

406.5 

419.7 

431.9 

444.6 

457.3 

470.0 

482.7 

495.4 

508.1 

520.8 

533.5 

546.2 

558.9 

SI 

311.6 

324.6 

337.6 

350.6 

363.5 

376.5 

389.5 

402.5 

41S.5 

428.5 

441.4 

454.4 

467.4 

480.4 

493.6 

506.4 

519.4 

532.3 

545.3 

558.2 

571.3 

sr 

318.4 

331.7 

344.9 

3S8.2 

371.5 

384.7 

398.0 

411.3 

424.5 

437.8 

451.1 464.3 

477.6 

490.9 

504.1 

517.4 

530.7 

544.0 

557.2 

570.4 

583.7 

51 

325.3 

338.8 

352.4 

366.0 

379.5 

393.1 

406.6 

670.1 

433.9 447.8 

460.8)474.4 

487.9 

501.5 

S15.0 

528.6 

540.2 

555.7 

569.2 

582.8 

596.3 

5R 

332.2 

346.0 

359.9 

373.7 

387.6 

401.4 

4 IS. 3 

429.1 

442.9 

456.8 

470.6 

484.5 

498.3 

512.2 

526.0 

539.8 

553.7 

567.6 581.4 

595.2 

609.0 

6 

339.3 

354.4 

367.6 

381.7 

395.8 

410.0 

424.1 

438.2 

452.4 

466.5 

480.6 

494.8 

508.9 

523.0 

537.2 

551.3 

565.5 

579.61593.7 

607.8 

622.0 

6 A 

346.4 

360.8S37S.2 

389.7 

404.1 

418.5 

433.0 

417.4 

461.8 

476.3 

490.7 

505.1 

519.6 

534.0 

548.4 

562.9 

577.3 

591.71606.2 

620.6 

63S.0 

61 

353.5 

368.2 

*383.0 

397.7 

412.4 

427.2 

441.9 

456.6 

471.4 

486.1 

500.8 

515.6 

530.3 

545.0 

559.7 

574.5 

589.2 

604.0 618.7 

633.4 

648.2 

6 A 

360.8 

375.8 390.8 

405.9 

420.9 

435.9 

451.0 

466.0 

481.1 

496.1 

511.1 

526.1 

541.2 

556.2 

571.2 

586.3 

601.3 

616.4,631.3 

646.4 

661.4 

61 

368.1 

383.5 

398.8 

414.2 

429.5 

444.8 

460.2 

475.5 

490.8 

506.2 

521.5 

536.8 

552.2 

567.5 

582.9 

598.2 

613.6 

628.9 644.2 

659.6 

674.9 

6 -fit 

375.5 

391.2 

4T56.8 

422.5 

438.1 

453.8 

469.4 

485.1 

500.7 

516.4 

532.0 

547.6 

563.3 

579.0 

594.6 

610.3 

625.9 

641.6 657.2 

672.8 

688.5 

61 

383.0 

398.0 

414.9 

430.9 

446.8 

462.6 

478.8 

494.7 

510.7 

526.6 

542.6 

558.5 

574.5 

590.4 

606.4 

622.4 

638.4 

654.3 670.2 

686.2 

702.1 

6 A 

390.6 

406.8 

423.1 

439.4 

455.7 

471.9 

488.2 

504.4 

520.7 

537.0 

553.3 

569.5 

585.8 

602 1 

618.4 

634.6 

650.9 

667.2 683,.5 

699.7 

716.0 

64 

398.2 

414.7 

431.3 

447.9 

464.5 

481.1 

497.7 

514.3 

530.9 

547.5 

564.0 

580.7 

597.2 

613.8 

630.4 

647.0 

663.6 

680.2 696.8 

713.4 

729.9 

6 A 

405.9 

422.7 

439.7 

456.6 

473.5 

490.4 

507.3 

524.2 

541.1 

558.0 

574.9 

591.8 

608.8 

625.6 

642.6 

659.5 

676.4 

693.3 710.2 

727.1 

744.0 

6| 

413.6 

430.8 

448.1 

465.3 

482.5 

499.8 

517.C 

534.2 

551.5 

568.7 

585.9 

603.2 

620.4 

637.6 

654.9 

672.1 

689.3 

706.6 723.8 

741.0 

758.2 

6 ft 

421.5 

439.1 

456.7 

474.2 

491.8 

509.3 

526.9 

544.5 

562.0 

579.6 

597.1 

614.7 

632.3 

649.8 

667.4 

685.0 

702.5 

720.1 737.6 

755.2 

772.8 

61 

429.4 

447.2 

465.2 

483.1 

501.C 

518.9 

536.8 

554,6 

572.6 

590.4 

608.3 

626.2 

644.1 

662.0 

679.9 

697.8 

715.7 

733.6 751.5 

769.4 

787.2 

6R 

437.5 

455.7 

473.9 

492.1 

510.4 

528.6 

546.8 

565.C 

583.2 

601.5 

619.7 

637.9 

656.2 

674.4 

692.6 

710.8 

729.0 

747.3 765.5 

783.8 

802.0 


445.5 

464.1*482.6 

501.2 

519.7 

538.3 

556.9 

575.4 

594.0 

612.6 

631.1 

649.7 

668.2 

686.8 

705.4 

724.0 

742.5 

761 1 

779.6 

798.2 

816.8 

644 

453.6 

472.51491.4 

5 10.3 

529.21548.1 

567.0 

585.9 

604.8 

623.7 

642.6 

661.5 

680 4 

699.3 

718.2 

737.1 

756.0 

775.0 793.8 

812.6 

831.6 


**Piston Displacement of Six-Cylinder Engines 
in Cubic Inches. 

I STROKE IN INCHES 


Bore. 1 | 


1 1 



1 


Inches 

4 41 

4'z 41 

41 , 4| 1 4} ; 4J 

! l 1 

5 

Si 

51 61 

6i 


24.. .. 
2A... 
2 . ... 
2H... 
2 .... 
2 1 ... 
2 |.... 

21 .. . 


3 ... 
3A-- 
31... 

It: 

It: 

It: 

It: 

»" 

1 


117.8 121 
123.8127 
129.9|133 
136. i HO 

142.6 147 
149.1 153. 

155.8 150. 

162.7 167. 


5 125 
131 
138 
144 
151 
158 
165 
172.8 177. 


at... 

i: 


It 

*iV- 

♦i-. 

if: 

if: 

if: 

£• 

41.. 
4tt. 

5.. . 

1 

f: 

f: 


169.6 174 

176.8 182 
184.1-189 
191.5 197 

199.1 205 

206.8 213 

214.7 221 

222.7 229 
230.9i238 
239.2* 246 
247.41255 
256.3 264 

265.1 273 


274.0 

283.0 

292.2 


301.6 
311.1 

320.7 


282. 

291. 

301. 


ISO 
187 
195 
i 203 
: 211 
I 219 
1228 
’236 
245 
.7|254 
.21262 
.3 272. 
4 281. 


320 
330 
340 

330.5 J 340.9’351 
1 ]361 
5 372 


311 

320 

330 


291 

300 

310. 


340.5 

350.6 
360.8 

371.2 

381.7 

392.4 

403.2 

414.2 

425.3 
436.6 
443.0 

459.5 

471.2 

483.1 

495.1 

507.2 

519.5 
532.0 
544.6)501 
557.3| 574. 

570.2 588. 


351. 

361 

372 

382 

393 

404 

415 

427. 

438. 

450 

462. 

473. 

486 

498 

510 

523 

535 

548 


1,383 
.8,394 
6 405 
0 416 

8 423 

1 440 
6 151 

2 463 
0 476 

9 488. 

0 500 
2,513 
6,526 
1 538 
8 552. 
6.565 
6 578 
71592. 
01605, 


128 

135 

142 

148 

155. 

163 

170 


185 

193 

201 

209 

217 

226 

234 

243 

252. 

261 . 

270. 

280 

290. 

299. 

309. 

319. 


132.5 136. 

109.2 143. 
14611 f50. 

153.2 157. 
160.4 164. 
167.7 172. 

175.3 180. 
183.0 188. 


2i 139.9!143 

1 147.0156 

2 154.2 158 
4 161.7 
8 169.3 

177.0 
185.0 
J93.1 


5 190 
4 198 
3 207 
5,215 
8 224 
2:232 
8 241 

6 250 
6 259 
71269 
6:278 
3 ; 2S8 
0 298 


329 
340 
350 
36! 
372 
383 
394 
406 
417. 
429. 
441 
453 
465. 
8 477 
0 490 
3 502 


308. 

318. 

328. 


.8 196 
9 204 
.1212 
4 221. 
0 230 
7,239. 
6 248. 

6 257. 
8 267. 

1 276. 
4 286. 
4 296 

2 306 
2 316. 
4 327. 

7 337. 


1 201 
4,209 
8218 
4 227 
2,236. 
1 2?5 
3|2q5 
5,264 
0 27* 
6,284. 
1:293. 
4 304 
5-314. 


4 206 
9 215 
6 224 
4! 233 
41242 


9 339 
3:350 
8)360 
5,371 
4,383 
4'394 
6*405 
0 417 
5 <ft9 
2 441 
0,453 
0 466 
2 478 

5 491 
0 504 

6 517 


515 

528. 

541. 

554 

568 

581. 

695 

609 

623. 


530 
543 
557. 
570 
584. 
9 598. 
6 612 

6 027. 

7 641. 


.3 348 
.0 359. 
.8 370 
.8 382. 
M 393. 
.4 405. 
.9,417. 
.6 429. 
4 441. 

4 453. 
6466. 
0 478. 

5 491. 
V 504. 
0 518. 
0 531. 

1544 

5 558. 
0 572. 

6 586. 
5 600. 
5 615. 

7 629. 
0 644. 
5 659. 

I 


325 

336. 

347 

358 

369 

380 

392 

404 

416. 

428 

440 

453. 

466. 

478. 

491. 

505 

518. 

532. 

545 


252 

261 

271 

281 

291 

301 

312 

323 

333. 

345. 

356 

367 

379 

390 

402 

415 

427, 

439 

452. 

465. 

478. 

491 

504 

518. 

532. 

546. 

560. 


9 559 
6(573. 
51587. 
5 602 
7 617. 


.6 147 
.8 154 

3 162 
9 170 
.7,178 
7; 186 
9 194 
2 203 

.7 212, 
.4 221 

4 230 

4 239 

6 248. 
1 258. 

7 268. 

5 278. 
4 288. 

6 299. 
6 309, 
4 320. 
1 331. 
9 342. 
0 353. 
1|365. 

6 377. 

1 388. 
9 400. 
.8413. 
0 425. 

2 438. 

7 451. 
4 464. 
2 477. 

2 490 
4 504 

8 517. 

3 531. 
1 545. 
0 560 
1 574 


.2 150 
T 158 
.4 166 
.2 174 
,2;i82 
4 191 
8 199 
.3,208 

0 217 
0 226 
1235 

4 245 
9*255 

5 265 
4 275 
4 285 

6 295. 
0 306 
3 317. 

328. 

339 

351. 

362. 

374. 


386 
398 
410 
21423 
6 436 
2 449 
0(462. 
0 475. 
1 489. 

5 502. 
0 516 
7:530 

6 544. 
.7 *559. 
0 674 
4 588. 


154.6 158 3 
162.5,166.3 

170.5 174.5 
178.71182.9 
187.n|l91.6 

195.7 200.4 
204.5209.4 

213.5 218.6 


222 

232 

241 

251 

261 

271 

281 

292 

303 

314 

234 

336 

347 

359 

371 

383 


6 227. 
01237, 
.6*247 
,4|257. 
.3(267, 
.5 277. 
.8!288. 

3 299 
11310. 
0*321. 

8 332. 

4 344. 

9 356. 
6 368. 


380 

392 


395 

408 

421 

433. 

446 

460 

473 

467. 

501 

515 

529 

543 

558 

673 

9 588. 

S 603. 


631 

646 

661 

677 


574 3’5S9 
588.8 603 
603.4 618 
6r8.2 634 
633.2 649 
7,648.4 665 

7 663.7|680 

8 679.2 696 
11694.9 712. 


0 603. 

9*619 
9 634.3*649. 
11649.“*" 


3.8 618. 
0 634 


4 665 
0 681 
7,697 
6 714 
6,730 


.9,665 
.71681 
6’698 
.7,714 
.1731 
.6 748 


405 
418 
431 
8 444 
457 
471 
4S4 
498 
512 
527 
541 
556 
571 
586 
602 
617 


162.0 

170.2 

178.6 

178.2 
196.0 
205.0 

214.2 

223.6 

233.2 

243.1 

253.1 

263.3 

273.7 

254.4 
295 3 

306.3 

317.5 
328.9 

340.3 
4352.4 
364 5 

376.7 
389 1 

401.8 


414.7 

427.8 
441.0 

454.5 

468.2 
482.0 

8j496.1 
8 510.4 
“ 524.8 

539.5 

554.4 

569.5 

584.8 

600.3 
616.0 

631.9 


633. 
649. 
1 665. 
I 681. 
.9 698. 
.2*714. 
.8,731. 
-5 743. 
.4)706. 


2 048.0 

2 664.3 

3 680.8 
6)697.5 
1 714.4 
973L5 
8:748.8 
9 766.3 
2,784.0 


Piston Displacement. 

Piston displacement means the volume of gas dis¬ 
placed during one stroke of piston. For example, 
when the piston is at top d. c. there is a certain 
volume in the combustion space above the piston, for 
example say 10 cubic inches. When piston is at 
bottom of stroke there is a greater volume above 
the piston, say 63 cubic inches. The piston dis¬ 
placement in this case would be 53 cubic inches 
for one cylinder or 53X4 = 212 cu. in. displacement 
for a 4 cyl. engine. 

How to find piston displacement—the formula 
would be designated thus: D 2 x .7854 x S x N = 
piston displacement. D 2 means diameter or bore 
squared or multiplied by itself as 5 x 5. This re¬ 
sult is then multiplied by the constant .7854 (the 
area of a cylinder 1 inch in diameter), this result 
by (S) the stroke in inches and this result by (N) 
the number of cylinders. 

Example: What is the piston displacement of 

four cylinders, four inch bore and 5% inch stroke? 
Procedure—4 x 4 = 16 x .7854 = 12.566 x 5*4 

(or 5.5) = 69.115 x 4 = 276.5 cubic inches. 

Example: What is the piston displacement of 

four cylinders, 3% inch bore and 4% inch stroke? 
Procedure— 3% x 3% x .7854 x 4% x 4 = 141.9 
cubic inch piston displacement. 

Far larger stroke and bore than given in table, 
take the dimensions from the table that would be 
one half of what you want and double it. 

McCullough Formula for Finding the 
Speed of a Car. 

Engine speed per minute x diameter in inches of 
rear wheel x .002975 -i- ratio. 

Ratio of drive, for example is 4 to 1; means en¬ 
gine crank shaft turns four times to one of rear 
axle. Therefore the figure to be used to divide by, 
would be four. The same holds good in all speeds, 
no matter if in first, second, third or fourth speed. 

Example; 1000 (rev. of engine) x 30 (di. in in. 
of wheel) x .002975 divided by 4 (4 to 1 ratio) 
equals 22.31 plus, miles per hour. 


CHART NO. 220—Piston Displacements (from Automobile Trade Journal). How to Find Speed of 
a Car. *For 8 cyl. engines multiply given displacement by 2. •♦For 12 cyl. engines multiply by 2. 






















































































































































TABLES AND GENERAL DATA. 


539 


Grades. 

The general assumption is that a grade of 100 per 
cent, would be vertical or 90 degree angle as per 
line D, which is incorrect. 


A grade is expressed in terms of percentage and 
means so many feet rise or fall in a given distance 
measured in a horizontal direction. This given dis¬ 
tance may, for convenience, be 100, 500, 1000 
feet, etc. 

A rise of 100 feet in the same distance meas¬ 
ured horizontally is a 100 per cent, grade; how¬ 
ever, the included angle is 45 degrees and not 90°. 
Fig. 8 shows the grade percentage, which is based 
on a horizontal distance (line B) of 100 feet. 

Assume that line B is a straight line 100 feet 
long and perfectly level, therefore from A to B 
there would be no grade. If from A to B there 
was a rise of 1 foot in every 20 feet, when we 
reached line B, we would be 5 feet higher than at 



A, therefore this would be a 5 per cent, grade. It 
is not necessary however to travel the full distance, 
just so long as there is a rise of 1 foot to every 
20 feet, it is a 5 per cent, grade at any point. 

If the grade or steepness increased to 1 foot rise 
in 10 feet, then it would be a 10 per cent grade 
and we would be 10 feet higher at line B than 
at A; 1 in 6 % is a 1 foot rise in 6 % feet, and a 
15 per cent grade, and so on up to 100 per cent 
grade, which would be a rise of 1 foot in 1 foot, 
as from A to O would represent the distance from 
A to B, or 100 feet, but in reality it is a greater 
distance, as vm would not only travel the distance 
from A to B but we must also travel included angle 
of 45 degrees. 

To ascertain the percentage of a grade without the 
use of any special instruments: secure a spirit level 
and a ten-foot stick. Rest one end of stick on the 
road surface and find its level position with spirit 
level, by placing this on the stick and raising or 
lowering the stick until bubble is in center. 

Then measure the perpendicular distance between 
end of stick and road surface and multiply by 10, 
which will give the rise in feet in proportion to 
one hundred feet. 

For example, the perpendicular distance meas¬ 
ured 18 inches; this multiplied by 10 gives 180 
inches, and reduced to feet gives 15 feet as the 
rise in one hundred feet or 15 per cent grade. 

The average of such measurements taken 
grades will give fairly accurate results. 


on 


Per Cent 
100 

1 ' 

in 

1 ' 

Angle 

45° 

50 

1 ' 

in 

2 ' 

26° 34' 

25 

1 ' 

in 

4' 

14° 2' 

20 

1 ' 

in 

5' 

11° 19' 

15 

1 ' 

in 

6 %' 

8 ° 37' 

10 

1 ' 

in 

10 ' 

5° 43' 

5 

1 ' 

in 

20 ' 

2° 52' 


ALUMINUM. . 
ANTIMONY... 

Araeoio. 

Bismuth. 

CADMIUM.. .. 

Caldun. 

Chromium. 

COBALT. 

COPPER. 

GOLD. 

Iridium (?). 

IRON. 

LEAD. 

Magnesium. 

Manganese. 

MERCURY.. . 
Molybdenum (?) 

OLA88. 

GLASS, LEAD FREE. .. 

DELTA METAL. 

BARIUM CHLORIDE 
POTA88IUM FERRO- 

CYANIDE. 

POTj- 

BOX)] 


[>IUM CHLORIDE...! 


Fahrenheit 

Degree* 

Centigrade 

Degree* 

1216 

658 

1166 

630 

1472 

800 

618 

270 

610 

321 

1481 

805 

2741 

1605 

2714 

1490 

1981 

1083 

1946 

1063 

4172 

2300 

2768 

1620 

621 

327 

1204 

651 

2237 

1226 

—38 

=39 

4532 

2500 

1832 

1000 

2192 

1200 

1742 

950 

1635 

691 

v > 

1145 

618 

1326 

718 

1472 

800 


NICKEL. 

PALLADIUM. 
Phosphorus.... 
PLATINUM . 
POTA88IUM. .. 
Rhodium (?) . . . 

SiUoon. 

SILVER. 

SODIUM .... 

Tantalum (?). 

TIN. 

Titanium (?). . 
TUNG8TEN.. .. 

Uranium. 

Vanadium (?).. .. 
ZINC. 


Sulphur. 

Fuaibls Mctalai 

1 Tin. 3 Uad. 

1 Tin, 1 Lead. 

8)TIn, 2 Lead. 

4 Tin, 4 Lead, I Bismuth 
3 Tin, 6 Lead. 8 Bismuth 


Fahrenheit 

Degrees 


2642 
2822 
111 
3101 
144 
3452 
2588 
1762 
207 
6252 
450 
3362 
6432 
4362 
8182 
786 
/ 237 
t 248 

361 

304 

276 

263 

212 


CentigTade 

Degrees 


1460 

1660 

44 

1766 

62 

1000 

1420 

061 

07 

2000 

232 

1860 

3000 

2400 

1760 

410 

/ 114 
(120 

183 

161 

136 

128 

100 


4ft 


See chart 227 for Centigrade to Fahrenheit. 


TABLE OF CYLINDER BORES AND STROKES IN MILLIMETRES AND INCITES. 

The following figures are approximate, and intended only a? a rough 
guide for comparison. For accurate measurements a sliding calliper 
with inches and metric scales Bhould be used: 

Equals 
in Inches 

• 3ft by 3ft 
3ft ,, 3ft 
3ft 
3? 

SIS .. *ft 

• 4A „ 45 

• *i „ 43 

• 4ft „ 418 

• 4ft „ 5ft 
. 4J 5i 

4 o e n 

• ’ns *• °ia 

. 42 „ 5ft 

• 4J „ 6* 

. 4}o „ 68 

. 4J „ 52 

• 4}ij „ 61J 
■ 5ft „ 618 
. 61 6 

6J ., 


A Cylinder 

Equals 
iu Inches 


A Cylinder 

66 by 70 

millimetres 

... 2ft by 2| 

84 

by 90 

millimetres 

C7 „ 70 

tf 

... n 

ft 

2} 

90 

„ 90 

tt 

67 „ 73 

tf 

... 23 

t* 

2$ 

90 

..no 

tt 

67 „ 77 

It 

... 25 

ft 

3 

95 

>i US 

tt 

70 „ 70 

** 

... 2J 

tt 

23 

100 

„115 

t» 

70 „ 73 

II 

... 22 

tt 

25 

105 

„118 

tf 

70 „ 77 

II 

... 2? 

tt 

3 

108 

„120 

ft 

72 „ 77 

tt 

... m 

II 

8 

no 

„125 

♦ t 

73 „ 73 

il 

... 25 

ft 

25 

112 

,,128 

tt 

73 „ 80 

t# 

... 25 

tt 

35 

114 

„130 

tt 

77 „ 77 

li 

... 3 

ft 

3 

lie 

,,134 

tt 

77 „ 80 

II 

... 3 

•ft 

35 

118 

,,133 

tt 

77 „ 83 

tt 

... 3 

tt 

3i 

120 

„ no 

tt 

78 „ 78 

** 

... 3ft 

tt 

3ft 

122 

,,143 

tt 

80 „ 80 

II 

,.. 3* 

tt 

35 

124 

„ 146 

tt 

80 „ 86 

II 

... 3J 

tt 

33 

126 

,, 148 

tt 

83 „ 83 

ft 

... 3} 

ft 

3i 

128 

.,150 

ft 

83 „ 86 

11 

... 3J 

tt 

33 

130 

„ 162 

tt 

86 „ 86 

j 

It 

... 3i 

tt 

ei 

140 

„ ICO 

• t 


The affix to figures in center column, as 1', mean* 
1 foot; whereas in right hand column, as 34', it 
means 34 minutes—see pages 93 and 541 for mean¬ 
ing of degrees and minutes. 

A 66% per cent grade is as steep as a car could 
possibly climb, as gravity overcomes traction at 
this angle. 

Miscellaneous Tables. 

To convert metres to yards, multiply by 70 and 
divide by 64. 

To convert kilometres to miles, multiply by 5 and 
divide by 8 (approx.) 

To convert litres to pints, multiply by 88 and di¬ 
vide by 50. 

To convert grams to ounces, multiply by 567 and 
divide by 20. 

To convert inches to centimetres, multiply by 2.54. 
To convert cubic inches to cubic centimetres, mul¬ 
tiply by 6.39. 

To convert cubic metres to cubic feet, multiply 
by 35.32. 

To convert gallons of water to lbs., multiply by 10. 

To find the cubical contents of an engine cylin¬ 
der, square the diameter (or bore) multiply by 
.7854 and multiply the result by 
the stroke. 

Atmospheric pressure equals 14.7 
lbs. per square inch at sea level. 

To find circumference of a circle 
multiply diameter by 3.1416. 

To find diameter of a circle multi¬ 
ply circumference by .31831. 

To find area of a circle multiply 
square of diameter by .7854. 

To find area of a triangle multiply 
base by % perpendicular height. 

To find surface of a ball multiply 
square of diameter by 3.1416. 

To find solidity of a sphere, multi¬ 
ply cube of diameter by .5236. 

To find cubic inches in a ball multi¬ 
ply cube of diameter by .5236. 
Doubling the diameter of a pipe in¬ 
creases its capacity four times. 

A cubic foot of water contains 7% 
gallons, 1.728 cubic ins., and weighs 
62% pounds. 


CHART HO. 220-A—How to Find Grade. Miscellaneous Tables. Melting Point of Metals. (See 
chart 236-A for Metric size Tires into inches.) 

See page 585 and index for freezing point, boiling point and specific gravity of water, alcohol, gasoline and kero¬ 
sene, also freezing and boiling point of mercury. See page 585 for quantity of gasoline to a lb. 











































































640 


DYKE’S INSTRUCTION NUMBER FORTY. 


Tim* for 
one mil* 
Min Sec 


♦Time per Mile Expressed in Miles per Hour 


Mile* 
Per hour 


36 

37 

38 
3!) 

40 

41 

42 

43 

44 

45 

46 

47 
4S 

49 

50 

51 

52 

53 

54 

55 

56 
67 

58 

59 
0 


1 

2 

3 

4 
6 
6 

7 

8 
9 

10 

11 


100 00 
97 30 
94 74 

82 31 
80 00 
87.80 
85.71 

83 72 
81.82 
80 00 
78 26 
76.60 
75.00 
73.47 
72.00 
70.59 
69 23 
67.92 
66.67 
65.45 
64.29 

63.16 
62.07 
61 02 
60.00 
69.02 
68 06 
67.14 
66.25 
65.38 
54.55 

’ 63.73 
62.94 

62.17 
61.42 
50.70 


Time for 
one mile 
Min. Sec. 

Mile. 
Per hour 

1 12 


60.00 

1 13 

C3B 

49 31 

1 14 

«=* 

48.65 

1 15 

S3 

48.00 

1 16 

S3 

47.37 

1 17 

mm 

46.75 

1 18 

■■m 

46.15 

1 19 

ma 

45.57 

1 20 

mm 

45.00 

1 21 

ma 

44 44 

1 22 

S3 

43 90 

1 23 

a 

43.37 

1 24 

as 

42.86 

1 25 

=s 

42.35 

1 26 

SB 

41.86 

1 27 

ss 

41.38 

1 28 

S3 

40.91 

1 29 

S3 

40.45 

1 30 

S3 

40.00 

1 31 

ss 

39.56 

1 32 

S3 

39.13 

1 33 

S3 

38.71 

1 34 

S3 

38.30 

1 35 

S3 

37.89 

1 36 

= 

37 50 

1 37 

SS 

37.11 

1 38 

ss 

36.73 

1 39 

ss 

36.36 

1 40 

= 

36.00 

1 41 

ss 

35.64 

1 42 

ss 

35 29 

1 43 

= 

34 95 

1 44 

ss 

34.61 

1 45 

S3 

34.28 

1 46 

ss 

33.96 


Kilometers and Miles per Hour 


Tima for 
one mile 
Min. Sec. 


Mllei 
Per hour 


*1 

48 

49 
60 
61 
63 

63 

64 

65 

66 

67 

68 
59 
«0 

3 

6 

9 

12 

15 

18 

21 

24 

27 

30 

33 

36 

39 

42 

45 

48 

61 

54 

0 


S3 64 

33 33 
33.03 
32.72 
32.43 
32.14 
31 86 

31.68 
31.30 
31.03 
30 77 
30.60 

30.25 
30.00 

29.26 
28.57 
27.90 

27.27 
26.66 
26.08 
25 53 
25.00 
24.49 
24.00 
23.53 
23.07 
22.64 
22.22 
21.81 
21.42 
21.05 

20.69 
20.00 


A Kilometre in 

Mile* per Hour 

A Kilome tre in 

Mile* per Hour 

Min. Sec. 

O 55 

40.65 

Min. 

1 

Sec. 

13 

30.63 

O 56 

39.93 

1 

14 

30.21 

O 57 

39.23 

1 

15 

29.81 

O 58 

38.55 

1 

16 

29.42 

O 59 

37.89 

1 

17 

29 03 

1 0 

37.26 

1 

18 

28 6b 

1 1 

36.65 

1 

19 

28.30 

t 2 

36. 6 

1 

20 

27 95 

1 3 

35.49 

1 

21 

27.60 

1 4 

34.93 

1 

22 

27.26 

1 5 

34.40 

1 

23 

26.94 

1 6 

33 88 

1 

24 

26 62 

1 7 

33.37 

1 

25 

26.30 

1 8 

32.88 

1 

26 

26.00 

1 9 

32.41 

1 

27 

23.70 

1 10 

31.94 

1 

28 

25.41 

1 1 1 

31.49 

1 

29 

25.12 

1 12 

31.05 

1 

30 

24.84 


♦There are 3600 seconds in an hour and to find 
the speed in miles per hour—divide 3600 by the 
time in seconds it takes to make 1 mile. 


Miles and Kilometres 


Kilo. 

Miles. 

! Kilo. 

. 

Miles. 

Kilo. 

Miles. 

Kilo. 

Miles. 

1 

1 

20 

123 

38 

23$ 

56 

34? 

2 


21 

13 

39 

24$ 

57 

35$ 

3 

n 

22 

13$ 

40 

24$ 

58 

36 

4 

2$ 

23 

14$ 

41 

25$ 

59 

36$ 

5 

3* 

24 

14$ 

42 

26$ 

60 

37$ 

6 

3i 

25 

151 

43 

26? , 

70 

43$ 

7 

4i 

26 

16* 

44 

27$ 

80 

’49? 

8 

5 

27 

16? 

45 

28 | 

90 

55$ 

9 

5$ 

28 

17$ 

46 

26$ 

100 

02 J 

10 

6$ 

29 

18 

47 

29$ ! 

200 

124$ 

11 

6 i 

30 

18$ 

48 

29$ 

300 

180$ 

12 

7* 

31 

19$ 

49 

30$ 

400 

248} 

13 

8) 

32 

19$ 

50 

31$ 

500 

310? 

14 

8} 

33 

20$ 

51 

31? 

600 

372$ 

15 

9§ 1 

34 

21$ 

52 

32$ i 

700 

435 

10 

10 . 

35 

21? 

63 

32$ 

800 

497 i 

17 

101 

36 

22$ 

54 

33$ 

900 

559$ 

18 

ll i i 

37 

23 

55 1 

34$ 

1000 

621)? 

19 




1 





A Kilometre in 

Mile* per Hour. 

A Kilometre in 

Mile* per Hour 

Stc. 

16 

139.79 

Sec. 

37 

60.43 

18 

124.26 

38 

38.85 

20 

11 1.83 

39 

57.33 

21 

106.50 

40 

55 99 

22 

101.66 

41 

54.53 

23 

97.24 

42 

53.24 

24 

93.19 

43 

52 OO 

25 

89.54 

44 

50.82 

26 

86.02 

45 

49 69 

27 

82 83 

46 

48.61 

28 

78.88 

47 

47.57 

30 

74.33 

48 

46.38 

31 

72.13 

49 

43.63 

32 

69 87 

50 

44.72 

33 

67.76 

51 

43.84 

34 

65.76 

32 

43.00 

35 

63.88 

53 

42 19 

36 

62,11 

54 

41.40 


Centigrade to Fahrenheit 


American Dirt Track Records 1 & 5 Miles, 
m. 45 sec. Oldfield, Miller, St. Louis, Aug. 11. ’17 

3:53.6 Oldfield, Miller, St. Louis, Aug. 11, ’17 


m. 


Highest Speed Ever Traveled. 

Milton, Duesenberg 16 Cyl. Car, Daytona, Fla., April 
24, 1920; 1 mile in 23.07 seconds, or \xr>, 00 i ^ 

rate of 156.04 miles per hour. 


Deg. 

Cent. 

Dm 

Fabr 

Deg. 

1 Cent. 

Deg. 

Fabr 

Deg 

Cent 

Deg. 

Fabr 

Deg. 

Cent. 

Deg 

Fabr. 

Deg 

Cent. 

Fa'S, 

Deg. 

Cent. 

D«f 

Fabr 

—10 

14 

1 22 

71.6 

53 

127.4 

84 

183.2 

175 

347 

460 

860 

— 9 

15.8 

: 23 

73.4 

54 

129.2 

85 

J85 

180 

356 

470 

878 

— 8 

17.6 

; 24 

25 

75 2 

55 

131 

86 

186.8 

185 

365 

480 

896 

— 7 

19.4 

77 

50 

132.8 

87 

188.6J 

190 

374 

490 

914 

— 6 

21 2 

26 

78.8 

57 

134.6 

88 

190.4 

195 

383 

500 

932 

— 5 

23 

27 

80.6 

58 

1364 

89 

192.2 

200 

392 

525 

977 

— 4 

24.8 

23 

82.4 

59 

1382 

90 

194 

210 

410 

550 

1022 

— 3 

26.6 

29 

84.2 

60 

140 

91 

195.8 

220 

428 

575 

1067 

— 2 

28.4 

30 

86 

61 

141.S 

92 

197.6 

230 

446 

600 

1112 

— 1 

30.2 

31 

87.8 

62 

143.6 

93 

199.4 

240 

464 

62.5 

1157 

0 

32 

32 

89.0 

63 

145.4 

94 

201.2 

250 

482 

650 

1202 

1 

33.8 

33 

91.4 

64 

147.2 

95 

203 

260 

500 

675 

1247 

2 

35.6 

34 

93.2 

65 

149 

96 

204.8 

270 

518 

700 

1292 

3 

37.4 

35 

95 

66 

150 8 

97 

206 6 

280 

636 

725 

1337 

4 

39.2 

36 

96 8 1 

67 

152.6 

98 

2084 

290 

554 

750 

1382 

6 

41 

37 

98 6 ! 

68 

154.4 

99 

210.2 

300 

572 

775 

1427 

6 

42.8 

38 

1004 1 

69 

156.2 

100 

212 

310 

590 

800 

1472 

7 

44 6 

39 

102 2 

70 

158 

105 

221 

320 

608 

82.5 

1517 

8 

46.4 

40 

104 • 

7) 

159.8 

110 

230 

330 

626 

850 

1562 

9 

48.2 

41 

105.8 

72 

161.6 

115 

239 

340 

644 

875 

1607 

10 

50 

42 

107.6 

73 

163.4 

120 

248 

350 

662 

900 

1652 

11 

51.8 

43 

109.4 , 

74 

165.2 

125 

257 

360 

680 i 

925 

1697 

12 

53.6 

44 

111.2 ! 

75 

167 

130 

266 

370 

698 | 

950 

1742 

13 

55.4 

45 

113 

■ 76 

168 8 

135 

275 

380 

716 

975 

1787 

14 

57.2 

46 

114.8 

77 

170.6 

140 

284 

390 

734 

1000 

1832 

15 

59 

47 

116 6 

78 

172.4 

145 

293 

400 

752 

1025 

1877 

16 

60.8 

48 

1184 

79 

174.2 

150 

302 

410 

770 

1050 

1922 

17 

62.6 

49 

120.2 

80 

176 

155 

311 

420 

788 

1075 

1967 

18 

04.4 

60 

122 

81 

177.8 

160 

320 

430 

806 

1100 

,2012 

19 

66 2 

51 

123.8 

82 

179.6 

165 

329 

440 

824 

1125 

2057 

20 

21 

68 

69.8 

52 

125.6 

83 

181.4 

170 

338 

450 

842 

1150 

2102 


♦Millimeters to Inches, 
(decimal). 


Wheel and engine 

tire of given size, 


Mm. 

Inches 

14 = 

.55118 

2 = 

.07874 

15 = 

.59055 

3 = 

.11S11 

16 = 

.62992 

4 = 

.15748 

17 = 

.66929 

5 = 

.19685 

18 = 

.70866 

6 = 

.23622 

19 = 

.74803 

i = 

.27559 

20 = 

.78740 

8 = 

.31496 

21 = 

.82677 

9 = 

.35433 

22 = 

.86614 

10 = 

.39370 

23= .90551 

11 = 

.43307 

24 = 

.9448S 

12 = 

.47244 

25 = 

.98425 

13 = 

.51181 

26 = 1.02362 

10 

20 

30 

4 


TIRE 

WHEEL 

SIZE 

R.P.M. 

30 

672.2 

32 

631.7 

33 

611.1 

34 

593.2 

35 

576.2 

36 

560.2 

40 

504.2 


speeds: This table gives the number of revolutions 
makes in going a mile. 

-ENGINE REVOLUTIONS’PER MILE- 


3 to 1 

3/z to 1 

4 to 1 

4/2 to 1 

6 to 1 

5/, to 1 
3787.1 

1916.6 

2242.7 

2688.8 

3024.9 

3361.0 

1895.1 

2210.9 

2526.8 

2842.6 

3158.5 

3474.3 

1833.3 

2138.8 

2444.4 

2749.9 

3055.5 

3361.0 

1779.6 

2075.2 

2372.8 

2669.4 

2966.0 

£262.6 

1728.6 

2016.7 

2304.8 

2592.9 

2881.0 

3169.1 

1680.6 

1960.7 

2240.8 

2528.9 

2801.0 

3081.1 

1512.6 

1764.6 

2016.8 

2268.8 

2520.0 

2772.0 


Fig. 9. Table: gives tho 
piston travel in feet per 
minute of engines with dif¬ 
ferent strokes with various 
crank-shaft speeds. Exam¬ 
pleHow many feet would 
a piston travel in an engine 
with a 3 inch stroke when 
crank-shaft was turning 200 
rev. per min. (r.p.m.) ( Ans.: The piston goes down 3 inches and up 3 inches to 
one rev of crank-shaft, therefore 3 inches down and 3 inches up would be 6 inches 
of travel of piston to one rev. of crank-shaft. To 200 rev. of crank-shaft piston 
would travel 200X6 = 1200 inches. If there are 12 inches to a foot, then w’e would 
have 1200 -f-12 = 100 feet of piston travel per min. to 200 rev. of crank-shaft. 

Sx2xR 


RPM 

3 

3 >4 

3Vt 

3*4 

Stroke in Inches 

4 4 Vi 4/i 

4 V, 

5 

S'4 

5 V, 

S‘4 

6 

200 . . 

100 

108 

116 

125 

133 

141 

150 

158 

166 

175 

183 

191 

200 

400... 

. 200 

217 

233 

250 

267 

283 

300 

317 

333 

350 

367 

383 

400 

600. 

300 

325 

350 

375 

400 

425 

450 

475 

500 

525 

550 

575 

600 

800... 

. 400 

434 

466 

500 

534 

566 

600 

634 

666 

700 

734 

766 

800 

1000.. 

500 

542 

584 

625 

676 

70S 

750 

792 

834 

875 

917 

958 

1000 

1200. 

600 

650 

700 

750 

800 

850 

900 

950 

1000 

1050 

1100 

1150 

1200 

1400.. . 

. 700 

766 

816 

875 

934 

992 

1100 

1108 

1165 

1225 

1282 

1342 

1400 

1600... 

. 800 

868 

932 

1000 

1068 

1132 

1200 

1268 

1332 

1400 

140.8 

1532 

1600 

1800.... 

.. 900 

975 

1050 

1125 

1200 

1275 

1350 

1425 

1500 

1575 

1650 

1725 

1800 

2000.. 

.. 1000 

1084 

1168 

1250 

1352 

1416 

1500 

1584 

1668 

1750 

1852 

1916 

2000 


This formula would be: P = 


12 


P, is piston travel per min. which equals, 


the stroke S, x2, xR (the rev, per min. crank-shaft) divided by 12. 




M M 



C HA RT N"0« 22 4 JVTlSCCll3/H60US TcI/IdIgs. The seal© rul© at bottom of this page is ©xact siz© and nhowg com* 
parative difference between millimeters and inches. *See page 554 for metric sizes of tires. 






























































































































































TABLES AND GENERAL DATA. 


541 


Degrees, Thousandths of an Inch, Millimeters, Etc. 


Degrees. 

A degree is a unit employed in measuring 
angles and is the ninetieth part of a right angle or 
one three-hundred and sixtieth part of a circle. 

The degree explanation is given on page 93. 
See also pages 115 and 314, “converting degrees 
into inches. 

The thousandth part of an inch is referred to 
quite often in this book, therefore a simple method 
of finding the measurement is given below. Also 
see foot note. 

Hundredths of an inch to sixty-fourths of an 

The metric system 
—called the French 
standard, is used 
quite extensively 
abroad and is also 
referred to quite 
often in this book. 
Therefore a conver¬ 
sion of those figures 
most generally used 
is given, see charts 
226A, 227, 236A. 

tfA protractor is used for dividing circles into 
any number of equal parts or degrees and deter¬ 
mining angles. 

For Instance, to find the number of degrees in 
a circle with a protractor; say a fly wheel of an 
engine. Place protractor as shown. From the 
center line (A) to (B) is 10°; from (A) to the 
extreme right, lower part of protractor—if a line 
was drawn—you would have a right angle or 90°. 
The number of degrees from extreme' 'left to ex¬ 
treme right of protractor would be 180°, or half 
a circle. The entire circle would be 360°. In 
other words the circle is divided into 360 equal 
parts called degrees and designated with a 
■mall “o." 

We can divide each degree into 60 parts called 

“minutes," and each minute can be divided into 

60 parts called “seconds." One minute would be 
designated thus (1') and one second thus (1"). 

Signs or Symbols of Inches, Feet, Minutes 
and Seconds. 

The sign for inches or seconds is (") as 6". 

The sign for feet or minutes is (') as 6'. 


inch is given on page 115. 



♦Thousandths Part of an Inch. 

.001 (one thousandth) = Vt thickness of this 
sheet of paper or about the thickness of fine 
tissue paper. 

.003 (three thousandths) thickness of this 

page you are reading.! 

.006 (six thousandths) = thickness of two sheets 
of this paper. 

.015 (fifteen thousandths) = thickness of five 
sheets of this paper. 

.020 (twenty thousandths) = thickness of seven 
sheets of this paper. 

.025 (twenty-five thousandths) = thickness of 
eight and one-third sheets. 

.030 (thirty thousandths) = thickness of ten 
sheets. 

^Decimal Equivalent of Fractional 
Parts of an Inch. 

In using this table it is not necessary to carry 

out all of the fraction. As a rule, three fig¬ 
ures to right of decimal point is close enough 

for all practical purposes—which would be, of 
course, read in thousandths, as .015 (fifteen 


l %4 = .265625 
»%* = .296875 
= .328125 
23 iw = .359375 
2 %4 = .390625 
27 /84 = .421875 
2 %* = .453125 
*y«4 = .484375 
3 %* = .515625 
3 %1 = .546875 
3T <» = .578125 
3 %« = .609375 
Hi, = .640625 
43/ «4 ’ .671875 
= .703125 
4T /«* - .734375 
4 »/«4 = .765625 
3 Vo 4 = .796875 
b %4 = .828125 
6 %4 = .859375 
5 ?<u = .890625 
5l, «4 = .921875 
«Vb4 = .953125 
«%4= .9S4375 

.015 is approximately a's"; .025 is 1/40". 


thousandths). 


8ths 

Vs = .125 
Vt = .250 
% = .375 
Vt = .500 
% = .625 
% — .750 
% = .875 

16ths 

Vl« = .0625 
= .1875 
= .3125 
%« = .4375 
%» = .5625 
>M» = .6875 
= .8125 
?<K« = .9375 

32ds 

Vu = .03125 
% a = .09375 


%2 = 
%2 = 
= 

«V'82 = 
>%2 = 
>%2 = 
*vi*2 — 
*%2 = 
2 V32 = 
2 %2 = 
2 %2 = 


3 M>2 = 


.15625 

.21875 

.28125 

.34375 

.40625 

.46375 

.53125 

.59375 

.65625 

.71875 

.78125 

.84375 

.90625 

.96875 


64ths 

Mu = .015625 
= .046875 
%4 — .078125 
Vs* — .109375 
»/i4 = .140625 
*V 9 4 = .171875 
*%4 = .203125 
>%4 = .234375 


Millimeters to Inches. 


m—is the designation of meter; 
meter; mm or m/m—milli-meter. 


cm—centi- 


millimetre is approximately Y 25 inch and is 
exactly .03937 inch. 

centimetre is approximately i%2 inch and is 
exactly .3937 inch. 

metre is approximately 39V4 inches and is ex¬ 
actly 39.37 inches, or 1.0936 yards, 
kilometre is approximately % mile and is ex- 


1 kilogramme is approximately 2V4 lbs. and is 
exactly 2.21 lbs. 

1 litre is approximately 1% pints and is exactly 
1.76 pints. 

10 mm. — 1 Centimeter = 0.3937 inches. 

10 cm. = 1 Decimeter = 3.937 inches. 

10 dm. = 1 Meter = 39.37 inches. 

25.4 mm. = 1 English inch. 



actlv 

.6213 mile 

1 

mm. 

is 

approx. 

2 

mm. 

is 

approx. 

3 

mm. 

if 

approx. 

4 

mm. 

is 

approx. 

5 

mm. 

is 

approx. 

6 

mm. 

is 

approx. 

7 

mm. 

is 

approx. 

8 

mm. 

is 

approx. 

9 

mm. 

is 

approx. 

10 

mm. 

is 

approx. 

12 

mm. 

is 

approx. 

15 

mm. 

is 

approx. 


♦♦Millimeters to Fractions of an Inch. 


approx. %4 inch 

approx. %4 inch 

approx. Vo4 inch 

approx. %2 inch 

approx. *%4 inch 

approx. 1 %4 or V4 inch 

approx. *%4 inch 

approx. 2 %4 or t%2 or inch 

approx. 2 %4 inch 

approx. 2 %4 inch 

approx. *%2 inch 

approx. x %2 inch 


16 mm. is approx. 
18 mm. is approx. 
20 mm. is approx. 
22 mm. is appro-x. 
24 mm. is approx. 


25 mm. is approx. 

Tenths 


% 

2 %2 

2 %2 


inch 

inch 

inch 


of Millimeters. 

.2 (%oth8) of a mm. is approx. .008 

.3 (%oths) of a mm. is approx. .012 

.4 (Hoths) of a mm. is approx. .016 

.5 (%oths) of a mm. is approx. .019 


5%4 inch 
inch 
inch 


inch 

inch 

inch 

inch 


♦See page 698 for micrometers and page 699 for thickness gauge for measuring thousandths of 
an inch. fThe exact thickness of this page is slightly more than .003 . 

♦♦See page 539 (cylinders) and 540 (miles) and 554 (tires) for metric conversions.^ 
ttBy referring to page 707, measurement of angle of a drill is shown JSee page 115 for hundredths 
part of an inch to sixty-fourths. 






























542 


DYKE’S INSTRUCTION NUMBER FORTY 



Intake 

Exhaust 

Opens 

After 

Upper 

Dead 

Center 

Closes 

After 

Lower 

Dead 

Center 

Open* 

Before 

Bottom 

Dead 

Center 

Closes 

After 

Top 

Dead 

Center 

Apperson 8-19_ 

15 

45 

55 

10 

Auburn 6-3£-H ..... 

0 . 

33 

67 

0 

Auburn 6-39-K 

0 

33 

67 

0 

Bour-Davis 18-B _ 

10 

i' 28 

40 

2-30 

Bour-Davis 20. 

0 

33 

67 

0 

Briscoe 4-24 ..». 

13 

35 

45 

8 

Cadillac 57 ... 

0 

46-40 

46-40 

0 

Case U .... 

10 

28 

40 

0-38 

Chalmers 35-C & 6-30..-. 

0 

50 

50 

10 

Champion KO --- 

s 

40 

45 

5 

Chevrolet 490 .. 

16 

52 

40 

16 

Chevrolet FB _ 

1-30 

54-30 

44-30 

11-30 

Chevrolet D.. 

0 

56 

. 46 

10 

Cole 870 . 

IS 

38 

45 

10 

Columbia EFG- 

0 

33 

67 

0 

Comet ... 

12 

32 

34-6 

493 

Crawford 9-N .... 

10 

28 

40 

+2-30 

Crow-Elkhart K-36_ 

S 

37 

47 

10 

Davis 6-H.. 

0 

33 

67 

0 

Davis 6-J..— 

10 

28 

40 

2-30 

Dixie Flyer _ 

18 

45 

45 

8 

Dodge . . 

10 

35 

1145 

8 

Dorris _ 

10 

45 

45 

10 

Dort 9... 

5 

37-42 

47-18 

10 

Elcar .... 

5 

37 

47 

10 

Elcar .. 

0 

33 

67 

0 

Elgin H ---— 

13 

42 

45 

10 

Essex A... 

7 

42 

55 

8 

Ford .....— 

12-40 

50-49 

37-52 

0 

Franklin 9-B —.— 

t8 

49 

51-30 

17 

Geronimo 6-A-45 ...». 

15 

50 

45 

10 

Glide 6-40 . 

15 

50 

45 

10 

Hanson ~. 

0 

33 

67 

0 

Haynes 45 & 46--— 

5 

35 

47 

2 

Haynes 46--- 

5 

35 

47 

2 


15 

33 

50 

15 


7 

42 

55 

g 

Hupmobile R_ 

12 

44 

44 

12 

Jones 28 .. 

10 

28 

40 

2-30 


10 

28 

40 

?-in 

Kissel -- 

5 

35 

45 

0 

Klinekar 6-42-H .. 

12 

46 

55 

12 

Lexington 6-R..— 

0 

33 

67 

0 

Locomobile 38 .. 

0 

•5/4 

•Vi 

'A 

Locomobile 48 --- 

♦3/32 

»Vi 

•V* 

0 

Maibohm B- 

13 

42 

45 

10 

Marmon 34 . 

19 

35 

45 

12 

Maxwell 25 ... 

5 

40 

35 

0 

McFarlan X ... 

10 

40 

55 

5 

Mercer ..-.— 

5 

55 

70 

IS 

Mitchell E-40 & E-42. 

10 

35 

41 

4 

Monitor M & O.—.— 

0 

33 

67 

0 

National AL —.—., 

10 

28 

40 

2 1/2 

National AM-—— 

6 

43 

42 

21/2 

Nelson D —.. 

15 

35 

45 

10 

Oakland 34-B . 

17 1/2 

38 

42-30 

7-30 

Oldsmobile 45-A - 

IS 

38 

45 

10 

Oldsmobile 37-A - 

17-30 

38 

42-30 

7-30 

Olympian 45 _ 

• 0 

62 

65 

5 

Overland 90 8c 90-B- 

5 

38 

46 

15 

Owen Magnetic W-42 .... 

5 

50 

45 

0 

Packard ... 

9 

42-30 

47-30 

4 

Paterson ... 

12 

45 

55 

12 

Peerless 56 ... 

t22 

70 

70 

22 

Phianna R - 

0 

45 

55 

20 

Pilot 6-45 . 

10 

50 

45 

5 

Premier 6-C. 

15 

38 

45 

10 

Revere... 

7 

11 

50 

7 

Roamer C-6-54 .... 

10 

28 

40 

2-30 

Sayers B... 

12 

45 

55 

12 

Scripps-Booth .. 

17-30 

38 

42-30 

17-30 

Seneca H ... 

10 

24 

45 

5 

Standard H .. 

S 

45 

45 

8 

Stephens 80 . 

5 

49 

49 

12 

Templar . 

10 

36 50 

10 

Tulsa ... 

5 

37-42 

47-18 

10 

Velie 38 . 

0 

33 67 

0 

Velie 39. 

10 

28 

40 

2-30 

Westcott A 38 .. 

0 

33 

67 

0 

Westcott A-48 __ 

10 

28 

40 

2-30 

Winton 24 _ 

21 

45 

S4 

12 

Willys-Knight 88-4 . 

8 

37 

48 

5 

Willys-Knight 88-8- 

15 

40 

50 

8 

Willys Six 89. 

10 

28 

40 

• 

2-30 


Valve Clearance 


*3 

> 

Stems 



Valve 



In 

Exhaust 

Diameter 

Diameter 

Length 

J43 

343 

1.5625 

.37375 

6 5/16 

.003 

.005 

1.5625 

310 

417/32 

.003 

.005 

1.5625 

310 

417/32 






.004 

.004' 

1.625 

.3720 

S 31/32 

.002-003 

.002-.003 

1.6875 

375 

7 1/8 

.004 

.004 

1.53123 

375 

6 3/64 

.003 

J003 

j 1.6875 

1 1 5625 

3125 

61/4 

.003 

.006 

1.625 

375 

, _ 

.002 

.002 

1.5 

309-311 

4 5/8 

.002 

.002 

1.5 

309-311 

4 5/8 

.002 

.002 

1.5 

309-311 

4 5/8 

.3437 

.3437 

1.5 

373 

4 7/8 

.004 

.004 

1.5625 

3125 

4 5/8 

.003 

.004 


1.6875 

6 3/16 

.003 

.005 

1.6875 

.372 

6 3/16 

.003 

.004 

1.5 

375 

- 51/2 

.003 

.005 




.004 

.004 

1.75 

.4375 

6 9/32 

.004 

.004 

1.6875 

372 

617/32 



1.84375 

.4375 

4 3/8 

3 

3 

1.65625 

1.5 

.375 

5 27/32 





282 

2S2 

1.375 

'3125 

417/32 

4 

6 

(1.875 

1 1.715 

.375 

15 21/32 

16 

.025 

.025 

1.421875 

311 

.4975 

.010 

.010 

1.5 

.338 

4 7/8 

.002 

.003 

13125 

.3125 

5 3/8 

.002 

.003 

13125 

.3125 

5 3/8 



1.5625 

.4375 

6 5/8 



1.375 

(125 

3125 

(.3125 

4 5/8 

.035 

.035 

I 4 1/2 

) 1.875 

1375 

415/32 

4 

6 

1 8125 

.375 

6 7/8 

.003 

.003 

1 625 

375 

511/16 

.002 

.003 

1,6875 

375 

5 7/8 

.004 

.004 

1.6875 

372 

5 43/64 

.004 

.004 

1 8125 

375 

5 7/8 

.004 

.004 

1.5625 

3125 

5 

.004 

.004 

1375 

2.5 

2.125 

125 

310 

.433 

.433 

.3125 

5 1/8 

7 3/8 

8 9/32 

4 3/8 



.004 

.006 

.003 

.003 

1.9375 

.375 

517/32 

• 

‘ * 




.003 

.004 

2.125 

.370 

9 

.004 

.004 

1.5625 

375 

61/16 

.003 

.003 

1.53125 

3*2 

61/8 

.004 

.004 

1.4375 

356 

51/8 

.005 

.005 

1 25 

.3125 

51/4 

.3446 

.3446 

1.125 

.3125 

5 - 

.004 

.004 

1.125 

.309-311 

4 9/16 

f .008 
l .010 

( .008 
( .010 

1.125 

. 309-311 

413/16 

.003 

.012 

1.5625 

1.71875 

611/16 

.012 

.003 

1.75 

3735 

5 1/4 

.005 

.005 

1.8125 

.434 

5.078 

.0025 

.004 

1.65625 

359 

6 41/64 

_ 

___ 

1.5625 

.3125 

4 3/4 

__ 


1.75 

371 

6 9/32 . 

.004 

.004 

1.8125 

372 

8 • - 

1 .004 

.004 

1.5625 

372 

615/16 

.0135 

.0135 

1.5 

372 

5 5/16 

.362 

.362 

225 

.4375 

5 25/32 

.003 

.005 

1.6875 

372 

6 3/16 

.003 

.004 

1.5625 

310 
= .309 

421/32 
4 7/16 ’ 

__ 

— 

12825 

.311 

.004 

.006 

1.625 

3125 

51/16 

.003 

.003 

1.625 

.435 

61/4 




3125 

375 

5 3/8 

.003 

.005 

1.75 

41/4 

.003 

.003 

1.5 

.374 

5 1/2 

025 

.025 

1375 

310 

5 5/32 

.025 

.025 

1.53125 

.372 

615/64 

250 

250 

1375 

.310 

5 1/8 

3055 

337 

1.59375 

.372 

6 15/64 

8 

8 

2.4375 

2,1875 

.498 

815/16 

o 

o 

NJ 

.002 

1.546 

1.6875 

6 3/16 


▼Inches piston travels. fBefore. $After« 


Capacity of Cylindrical Tanks. 


The table gives the capacity of tanks in gallons 
for given sizes. 


Formula for computing 
cal tank is as follows: 


Valve Timing of Engines 
on Leading 1919 Cars. 

The table to the left gives 
the valve setting in degrees 
and minutes. For instance, 
the intake closes 46-40 on 
the Cadillac, meaning 46 
degrees and 40 minutes. 
See pages 541 and 93 for 
meaning of degrees and 
minutes. 

The table also gives the 
♦valve clearance and also the 
diameter and length of the 
valve, as taken from Motor 
Age. 

Average Valve Setting. 

If the timing of an engine 
is not known and you de¬ 
sire to set the valves, here 
is a plan to follow. 

The pitch of the timing gears 
is generally coarse enough to 
aiiow of only one proper 
setting and when the proper 
position is almost reached 
the tooth of the cam shaft 
gear which should mesh be¬ 
tween the two teeth on the 
crankshaft gear, will be so 
close that less than the 
width of one tooth will be 
between that and exact 
position 

The following is an aver¬ 
age setting of 114 cars as 
given by Motor Age. In¬ 
take opens 9.5 degrees late 
and closes 37 degrees late. 
The exhaust valve opens 50 
degrees before bottom and 
closes 9 deg. late. It is 
not necessary to pay any 
attention to more than one 
of these dimensions, for in¬ 
stance, set the exhaust 
closing with cam shaft, as 
most engines are L type 
with all cams on one shaft. 

After making this setting 
you can determine if the 
setting is wrong, as it will 
probably be out only one 
tooth on the camshaft gear 
one way or the other. 


the capacity of a cylindri- 


Length 

12 in. 

16 in. 

20 in. 

24 in. 

28 in. 

32 in. 

36 in. 

Diameter 

Gal. 

Gal. 

Gal. 

Gah 

Gal. 

Gal. 

GaL 

10 in. 

4.09 

5.45 

6.81 

8.17 

9.53 

10.89 

12.25 

15 in. 

9.20 

12.27 

15.34 

18.40 

21.47 

2454 

27.61 

20 in. 

16.36 

21.80 

27.24 

32.68 

38.12 

4356. 

49.00 

25 in. 

2556 

34.08 

42.60 

51.12 

59.64 

68.16 

76.68 

30 in. 

36.81 

4955 

61.29 

73.53 

85.77 

98.01 

110.25 

35 in. 

50.15 

66.87 

83.59 

100-31 

117.02 

133.74 

150.46 


D 2 X L 

C =- 

293.3 

C, is the capacity in gallons. 

D, is the diameter of tank in inches. 

L, is the length. 

Example: What is the capacity of a tank 10" 
dia. and 12" long? 

C is the capacity of the tank which we desire to 
know, and is equal to the diameter squared (D 2 ) 
or mutiplied by itself, as 10X10 = 100 X by (L) 
the length, or 12 inches = 1200. The line under 
D 2 X L means that the total of D 2 XL, which is 
1200, is divided by a constant 293.3 = 4.09 

gallons. 


CHART NO. 228—Standard Adjustments. Valve Timing of Leading 1919 Cars. Average Valve 
Clearance. Capacity of Tanks. For Gear Shift Movements— see page 490. 


*See also, page 635 for average valve clearance 































































































































*Lamp Bulbs for 1919 Cars. 


543 




Headlight* 

Sidelights 

T alllight 

Dashllght 

Car and Model 

Contact 

Volta 

CP. 

Volta 

CP 

Volta 

CP 

Volts 

CP 

Allan—*1 . 

Single 

6-8 

18* 

6-8 

4 

6-8 

2 

6-8 

2 

American—B 

Singlo 

6-8 

15* 

6-8 

4 

6-8 

2 

d 6-8 

2 

Anderson—100 F 

Single 

6-8 

12 

6-8 

2 

6-8 

2 

6-8 

2 

Anderson—400 A 

Single 

0-8 

12 

6-8 

2 

6-8 

2 

6-8 

2 

Appersoo—8-19 ... 

Single 

6-8 

15* 

6-8 

4 

6-8 

2 

d 6-8 

2 

Auburn—6—39 

Single 

6-8 

15* 

6-8 

A 

6 8 

2 

d 6-8 

2 

Austin—12 

Single 

6-8 

24 

6-8 

16 

6-8 

6 

6-8 

3 

Biddle—H 

Single 

6-8 

18* 

6-8 

4 

6-8 

2 

d 6-8 

4 

Birch—46 

Single 

6-8 

15* 

6-8 

4 

6-8 

4 

d 6-8 

4 

Birch—36 

Double 

6-8 

15* 

6-8 

4 

6-8 

2 

6-8 

4 

Briscoe—4-24 

Single 

6-8 

21 

_ 

_ 

6-8 

4 

d 6-8 

4 

Buick . 

Single 

6-8 

16* 

— 

— 

6-8 

3 

6-8 

3 

Cadillac—57 . 


6-8 

18 

6-8 

6 

6-4 

2 

6-4 

2 

Caae—U 19 

Single 

6-8 

18 

6-8 

4 

6-8 

2 

d 6-8 

2 

Chalmers—35-C 

Singlo 

6-8 

15 

6-8 

4 

6-8 

2 

6-8 

2 

Chandler ... 

Single 

6-8 

16 

6-8 

4 

6-8 

2 

6-8 

2 

Chevrolet 

Single 

6-8 

20 

6-8 

4 

6-8 

4 

6-8 

4 

Cola- -870 . 

Single 

6 8 

21* 

6-8 

12 

6-8 

4 

d 6-8 

6 

Columbia—CD & CS 

Single 

6-8 

15* 

6-8 

4 

6-8 

2 

d 6-8 

2 

Comet—C-51. 

Single 

6-8 

— 

3-4 

— 

3-4 

— 

3-4 


Crow Elkhart— K 36 


6-8 

16 

6-8 

4 

6-8 

2 

6-8 

2 

Cunningham—V 3 


6-8 

21 

6-8 

6 

6-8 

2 

6-8 

4 

Daniel';—8 B. 

Single 

6-8 

18 

6-8 

2 

6-8 

4 

6-8 

2 

Davis 


6-8 

18 

_ 

_ 

6-8 

2 

6-8 

2 

Dixie Flyer . 

Double 

6-8 

15 

— 

— 

3-4 

2 

3-4 

2 

Dodge Brothers 

Single 

12-18 

l£ 

_ 

_ 

12-18 

2 

12-»18 

2 

Dorris 

Single 

6-8 

21* 

6-8 

4 

6-8 

4 

6-8 

4 

Dort—15 

■ Single 

6-8 

15 

— 

— 

6-8 

4 

6-8 

2 

Elcar . 1 


6-8 

15 

6-8 

4 

5-8 

2 

6-8 

2 * 

Elgin—Scries H 

Double 

6-8 

15 

— 

— 

6-8 

3 

6-8 

2 

Essex—A . 

Single 

6-8 

15 

_ 

_ 

3-4 

2 

3-4* 

2 

Ford—T 


6-8 

17 

6-8 

2 

6-8 

2 

— 

— 

Franklin—9 

Double 

12-18 

21* 

12-18 

4 

8 

2 

12-18 

2 

Oeronimo 

Single 

6-8 

21 

— 

— 

6-8 

2 

6-8 

2 

Glide—6 40 

81ngle 

6-8 

15* 

6-8 

4 

6-8 

2 

d 6-8 

2 

Grant 

Single 

6-8 

20 

6-8 

2 

6-8 

2 . 

6-8 

2 

Harroun . ... 


6 8 

20 

— 

— 

3-4 

6 

3-4 

6 

Harvard—4-20 


6 8 

— 

3-4* 

— 

3-4* 

— 

3-4' 

— 

Hatfield—A 

Single 

6 8 

15* 

4-S 

4 

6-8 

4 

6-8 

2 

Haynes—45 

Double 

6-8 

16 

6-8 

— 

6-8 

2 

— 

— 

Haynes—46 

Double 

6-8 

18* 

6 8 

12 

6-8 

2 

6-8 

2 

Hoiller—198 

Single 

6-8 

15 

— 

— 

6-4 

2 

d 3-4* 

2 

Hollier—206 

Single 

6-8 

16 

— 

— 

6-4 

2 

d 3-4* 

2 

Holmes 

Double 

12-16 

30* 

12-16 

4 

6-8 

2 

6-8 

2 

Hudson Super Six 

Single 

6-8 

5 

6-8 

4 

6-4 

2 

6-4* 

2 

Hupmoblle—R 

Single 

6-8 

15 

6-8 

2 

6-8 

2 

6-8 

2 

Jones . 

Double 

6-8 

15* 

6-8 

4 

8 6-8 

2 

8 6-8 

2 

Jordan 

Single 

6-8 

21* 

6-8 

4 

6-8 

3 

6-8 

3 

King—8 

Single 

6-8 

18* 

6-8 

4 

6-8 

4 

6-8 

2 

KlsselKar . 

Single 

6-8 

18* 

6-8 

4 

6-8 

2 

6-8 

2 

Kline Kar 642 S. 8 

Single 

6-8 

15 

_ 

_ 

6-8 

4 

d 6-8 

4 

Lexington—R-19 

Single 

6-8 

32* 

6-8 

8 

6-8 

2 

d 6-8 

4 

Liberty 8 lx —10B 

Single 

6-8 

15* 

6-8 

4 

6-8 

2 

6^8 

2 

Locomobile—38-2 

Single 

6-8 

21 

6-8 

6 

6 8 

4 

6-8 

2 

Locomobile—4 8-2 

Single 

6-8 

21 

6-8 

6 

6-8 

4 

6-8 

2 



* JBue 

Headlight* 

Sidelights 

Tallllght 

Dashllght 

Car and Model 

Contact 

Volte 

CP. 

Volt* 

CP 

Volt* 

CP. 

Volt* 

CP 

Maibohm — B 

Singlo 

6 8 

16 

6-8 

4 

3-4 

2 

3-4* 

2 

Marmon—34 

8ingle 

6-8 

30* 

6-8 

9 

68 

2 

6 8 

4 

Maxwell—25 

Double 

12-16 

24* 

12-16 

2 

12 16 

2 

12-16 

2 

McFarlan—127 

Single 

6 8 

21* 

6 8 

12 

6-8 

2 

6-8 

2 

Mercer—Ser. 4 

Single 

6-8 

24* 

6-8 

4 

6 8 . 

4 

6-8 

4 

Mitchell—E-40 . 

Double 

6-8 

14 

_ 

«... 

8 6-8 

4 

6 8 

4 

Moline Knight—L 


6-8* 

15* 

6-8 

4 

6-8 

2 

6-8 

2 

Moon. 

Singlo 

6-8 

18 

— 

— 

6-8 

2 

d 6- 8 

2 

Moore—30 

Single 

6-8 

20 

6-8 

— 

6 8 

2 

— 

— 

Nash . 

Single 

6-8 

18* 

6-8 

4 

6-8 

2 

6-8 

2 

National—6 .... 

Single 

6-8 

16* 

6-8 

6 

68 

”4 

d 6-8 

2 • 

National—12 . 

Single 

6-8 

18* 

6-8 

6 

6- 8 

4 

d 6-8 

2 

Oakland—34 B 

Singlo 

6-8 

— 


— 

6-8 

2 

6-6 

2 

Oldsmobile—37 A 


6-8 

15* 

__ 

_ 

6 8 

2 

6-8 

2 

Oldsmobile—4 5-A 


6-8 

15* 

— 

— 

6-8 

2 

6-8 

2 

Overland—90 . 


6-8 

12 



3-4 

2 

3-4* 

2 

Packard—3-25 . . . 

Single 

6-8 

24* 

6—8 

4 

6-3 

2 

6-8 

2 

Packard—3-36 . 

Single 

6-8 

24* 

6-8 

4 

6-8 

2 

6-8 

2 

Paige— 6-40 

Single 

6-8 

13* 

6 8 

4 

6-8 

2 

d 6-8 

2 

Paige—6 55 

Single 

6-8 

18* 

6-8 

4 

6-8 

2 

d 6-8 

2 

Phlanna—L . 

Double 

6-8 

16* 

6-8 

4 

6-8 

4 

6-8 

2 

Paterson—646 . 


6-8 

24 

6-8 

4 

3-4 

3 

3-4* 

3 

Peerless—Ser. 4 

Single 

6-8 

18 

— 

— 

6 8 

4 

6-8 

2 

Piedmont . 


6-8 

15 

— 

—• 

6-8 

— 

6-8 

2 

Pierce-Arrow—B-5 

Stogie 

6-8 

21* 

6-8 

4 

6^8 

4 

6-8 

4 

Pilot—6-45 . . . . 

Single 

6-8 

15 

___ 


6-8 

6 

6- 8 

6 

Premier—6 0 . 

Double 

6-8 

21* 

6-8 

4 

6 8 

2 

6-8 

2 

Reo—T&U 

Double 

6-8 

15 

— 

— 

3-4 

2 

3-4* 

0 

Revere. 

Doable 

6-8 

20* 

6-8 

8 

6 8 

4 

6-8 

4 

Roamer—6-54 

81ngle 

6-8 

16* 

5-8 

4 

6-8 

4 

d 6-8 

4 

Saxon Y—18 . 

Single 

6-8 

15 


_ 

6-8 

2 

6-8 

2 

Sayors 

Single 

6-8 

15 

— 

— 

6-8 

2 

d 6-8 

2 

Scripps Booth 

Single 

6-8 

15 

— 

— 

6-8 

2 

6-8 

2 

Seneca—H. 

Single 

6-8 

15 

6-8 

2 

6-8 

2 

d 6-8 

2 

Singer—“19” . 

Double 

6-8 

32 

6-8 

4 

6-8 

2 

6-8 

2 

Standard—8 G 

Single 

6-8 

32* 

6-8 

4 

6-8 

2 

6-8 

2 

Stanley—735 

Single 

6-8 

18* 

6-8 

2-4-6 

6-8 

2 

6 8 

2 

Steams—SKL-4 

Single 

12-10 

12* 

12-16 

4 

12-10 

2 

12-16 

2 

Stephens—76 . 

Single 

6-8 

15 

6-8 

2 

6-8 

2 

6-8 

2 

Studebaker—EH 

Single 

6-8 

12 

— 

— 

6-8 

2 

6-8 

2 

( 

Stutz—G . .. 


6-8 

15* 


4 

6-8 

4 

6-8 

4 

Templar—445 

Single 

6-8 

18* 

6-8 

4 

6-8 

2 

6-8 

2 

Tulsa—AD-1 

Single 

6-8 

21 

6-8 

2 

6 8 

0 

d 6-8 

2 

Velle Biltwel — 38 

Single 

6-8 

15* 

6-8 

4 

68 

4 

d 0-8 

4 

Westcott ... 

Single 

6-8 

15* 

6-8 

4 

d 3-4 

2 

d 3-4* 

2 

WlUys Knight—88 4 S D2 

6-8 

16 



3-4 

2 

3-4* 

2 

Winton 8ix—22 

Single 

6-8 

21 

6-8 

12 

6-8 

4 

6 8 

4 

Winton Six—22-A 

Single 

6-8 

21 

6-8 

12 

6-8 

4 

6-8 

4 


* (C.P.) — Double, bulb headlight. * (Volts) -»«Dashlight In series with tailligbt. 
-d- double contact.- s—single contact. 


Adjustment of Leading Ignition Systems. Interrupter and 

Spark Plug Clearance. 


MAKE OF 

MODEL OF 

CLEARAN 

TIMING 

— 

SPAKK 

SEE 

IGNITION 

IGNITION 

< E INTER 

POSITION 

PUG 

PAG! 

SYSTEM 

SYSTEM 

RLTTER 


GAP 

Atwater Kent 

Open Circuit 

.oio” 

T-R 

.025" 

250 

Atwater Kent 

Closed Circuit 

.006“ 

T-R 

.025" 

250 

Bosch 

Closed Circuit 

.016'' 

T-R 

.025" 

258 

Conneticut 

Closed Circuit 

.016“ 

T-R 

.022" 

254 






253 

Delco 

Open Circuit 

.010 1 ' 

T-R 

.025" 

378 

Delco 

Closed Circuit 

.018 1, 

T-ll 

.025" 

378 

Splitdorf 

Closed Circuit 

.015" 

T-R 

.020" 

253 

Westinghouse + Closed Circuit 

.008" 

T-R 

.025" 

251 

Remy 

Closed Circuit 

.020" 

T-R 

.025*' 

251 

. 

Mas 

neto 




Berling 

High Tension 

.015-; 

T~R 

.030" 

312 






927 

Bosch ** 

High Tension 

.016" 

T-R 

.020" 

288 






297 

Dixie f 

High Tension 

.020" 

T-R 

.020" 

292 

Eisemann Cf- 

High Tension 

.012" 

T-R 

.025" 

285 

K. W. 

High Tension 

1 " 

64 

T-R 

1 M 

64 

296 




• 


288 

Remy 

Low Tension 

.020" 

T-R 

.025' 

264 



1. 

* 


298 

Ford 

Clearance between magnets 
and magneto coils. .031 or 3 V' 

1 •• 

32 

807 


Ignition Abbreviations Page 544. 

A. K., Atwater Kent; Conn., Connecticut; Eise., Eise- 
mann; West., Westinghouse; Will., Willard; N. E., 
North East; K-Remy., Kingston-Remy; Berl., Berling; 
Bosch-W., Bosch-Westinghouse; Split., Splitdorf. 

Gearset. 

G-L., Grant-Lees; North., Northway; B-L., Brown-Lipe. 

Rear Axle. 

Col., Columbia; W-Weiss., Walker-Weiss; C-Tirnk.; 
Cadillac-Timken; West-Mott., Weston Mott. 

Universals. 

Hart., Hartford; Ther-H., Thermoid-Hardy; U. M. Co., 
Universal Machine Co. 

Speedometer. 

J-Man., Johns Manville; V-Sicklen, Van Sicklen. 


T—Means to place piston at top of stroke. 

R—Means interrupter is retarded. 

If an automatic advance the setting must be accurate. 

After placing piston on top and retarding the timer 
housing, the interrupter points should just be open¬ 
ing, if a “closed circuit’’ type of timer, or just clos¬ 
ing if an “open circuit’’ type timer. It is difficult 

to see this, therefore a good plan is to use a 6 

volt lamp in the low tension circuit (between bat¬ 
tery and timer). In this way one can tell when cir¬ 
cuit is closed or opened at timer points, by the light 
going out or on (similar to fig. 70, page 729). See 
pages 250, 254, 378, for Atwater-Kent, Connecticut and 
Delco timing instructions. 

The above timing is an average timing to be followed 
in absence of no definite instructions from manufacturer. 

**—NU4 Bosch spark plug gap is .016". 

t —4, 6, 8 and 12 cyl. engines spark plug gap is 

.025" and 8 cyl. engines .020". On 4, 6 and 8 cyl. 
engines place piston %6 W before top with interrup¬ 
ter retarded. On 12 cyl. engines place piston on 
top and int. retarded. 

•ft—Eisemann new style spring contact breaker .012', 
others .016". 

V 

Abbreviations For Pages 544, 545, 546. 

Ruten., Rutenber; Cont., Continental; Weid., Weidley; 
North., Northway; H. S., Herschell-Spillman; Lyco., 
Lycoming; D-Lyco., Dort-Lycoming; G. B. & S., Golden. 
Belknap & Swartz; T-McF., Teetor-McFarlan; # , Mon- 
son or Duesenberg; R. & V., Root & Van Devoort. 

Carburetors. 

Strom., Stromberg; ZEN., Zenith; Ray., Rayfield; John., 
Johnson; Mar., Marvel; Sund., Sunderman; Stew., 
Stewart; H-K., Holley-Kingston; Newc., Newcomb; 
Scheb., Scliebler; Tillot., Tillotson; Johns., Johnston. 

Generator and Motor. 

A-L., Auto-Lite; West., Westinghouse; #, Westinghouse 
or Auto-Lite; W-L., Ward-Leonrd; Dyn.. Dyneto; N. E., 
North East, L-N., Leece-Neville; A-C., Allis-Chalmers; 
Split., Splitdorf; S-H.. Simms-Huff; G.&D., Gray & Davi*. 


CHART NO. 229—Standard Adjustments of Ignition Systems. Lamp Bulbs for 1919 Cars 

*See page 434 for Lamp Bulbs for 1918 Cars. See pages 238, 239, 612 for Spark Plug Sizes. 





































































544 


DYKE’S INSTRUCTION NUMBER FORTY 


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Remy 

Bijur 

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Remy 

A-L 

G. & D. 

Remy 

West. 

U. S. L. 

A-L 

Delco 

Delco 

Delco 

Bijur 

West 

A-L 

A-L 

Delco 

Dyn. 

G. & D. 

A-L 

A-L 

G. & D. 

Delco 

A-L 

Wagner 

Dyn. 

Dyn. 

Dyn. 

West. 

Delco 

Delco 

Dyn. 

West. 

West. 

A-L 

Delco 

Delco 

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Firestone 

Firestone 

Firestone 

Firestone 

Firestone 

Houk 

Firestone 

Firestone 

Firestono 

Perlman 

Firestone 

Firestone 

Own 

Own 

Kelsey 

Firestone 

Kelsey 

Kelsey 

Stanwcld 

Stanweld 

Firestone 

Perl-Jack. 

Perl-Jack. 

Firestone 

Firestone 

Firestone 

Firestone 

Stanweld 

Jaxon 

Jaxon 

Firestone 

Firestone 

Firestone 

Standard 

Own 

Cleveland 

Firestone 

Stanweld 

Stanwcld 

J»j»taop 9 a<Ig 

Stewart 

Warner 

Stewart 

V. Sicklen 

V. Sicklen 

Waltham 

Stewart 

Stewart 

Stew’art 

Warner 

Stewart 

Stewart 

Stewart 

Stewart 

A-C 

A-C 

V. Sicklen 

V. Sicklen 

Stewart 

Stewart 

Stewart 

V. Sicklen 

Stewart 

Stewart 

Stewart 

V. Sicklen 

Stewart 

Stewart 

Stewart 

V. Sicklen 

Stewart 

Stewart 

Warner 

Stewart 

Stewart 

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•crtissifliajaaBuuuoyuciuoOouoyouO 



CHART NO. 230—Specifications of Leading 1920 Cars—see page 543 for Abbreviations. 


Note: Prices have changed since this was prepared. Prices above apply to 5 and 7 passenger models. (Motor 

Atre.) 
























































































































SPECIFICATIONS OF LEADING CARS. 


545 


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Jaxon 

Firestone 

Firestone 

Firestone 

Standard 

Firestone 

Firestone 

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Firestone 

Stanweld 

Stanweld 

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CHART NO. 232—Specifications of Leading 1920 Cars. 

See page 645 for headings to these columns. 


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page 543 for Abbreviations. 


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PARTS OF CARS NO LONGER MANUFACTURED 


547 


Orphan Cars. 

Parts for Cars No Longer Manufactured—Where to Obtain the Parts. 


Abbott. 


("Consolidated Car Co., Detroit 
J Puritan Machine Co., Detroit 
] Jos. C. Gorey & Co., New York 
[Abbott-Detroit Parts Corp., New York 
Puritan Mach. Co., Detroit 


Alco. 


Acme... 

Aernrar .. J Auto Parts Co., Chicago 

Aeroca . j Puritan Machine Co., Detroit 

' International Motor Co., New York 
Puritan Mach. Co., Detroit 
Jos. C. Gorey & Co., New York 
American Locomotive Co., Providence, R. I. 
Alco Service Co., Philadelphia 
Rand & Chahdler, Los Angeles, Cal. 

Alden-Sampson.Standard Motor Parts Co., New Castle, Ind. 

Allen-Kingston.New Departure Co., Bristol, Conn. 

Allis-Chalmers.Puritan Machine Co., Detroit 

Alpena.Puritan Machine Co., Detroit 

( Levens Motor Co., Philadelphia, Pa 
American Motor Parts Co., Indianapolis 
V. A Longaker Co., Indianapolis 
Jos. C. Gorey & Co., New York 
I Puritan Mach. Co., Detroit 
[Burt Motor Car Co., Los Angeles, Cal. 

American Mors.St. Louis Car Co., St. Louis 

American Truck.Auto Parts Co., Chicago 

Amplex.Gillette Motors Co., Mishawaka, Ind. 

Anchor.Anchor Buggy Co., Cincinnati 

An hut S Puritan Machine Co., Detroit 

( Auto Parts Co., Chicago 

Ardsley....Ardsley Motor Car Co., Yonkers, N. Y. 

Argo.Puritan Mach. Co., Detroit 

Atlantic.Puritan Machine Co., Detroit 

( Auto Parts & Repair Co., Springfield, Mass. 

Atlas.-j Puritan Machine Co., Detroit 

[ Jos. C. Gorey, New York City 

Autocar.Autocar Co., Ardmore, Pa. 

B 

Babcock j Babcock Mfrs. Supply Co., Watertown, N. Y. 

( Puritan Machine Co., Detroit 

6ad q er i Schultz & Harder, Columbus, Wis. 

” .( Puritan Machine Co., Detroit 

Barnet j Auto Parts Mfg. Co., Detroit 

( Puritan Machine Co., Detroit 

Benham.Puritan Mach. Co., Detroit 

ILouis J. Bergdoll Co., Philadelphia 

Bergdoll... .•. Levenc Motor Co., Philadelphia 

[Jos. C. Gorey, New York City 
f E. B. Belcher, Cambridge, Mass. 

Berkshire.j Berkshire Motor Qo., Pittsfield, Mass. 

[ Puritan Machine Co., Detroit 

Berllet.American Locomotive Co., Providence, R. I. 

Bessemer...Robt. M. Cutting Co., Chicago 

ri,^ r ( Black Mfg. Co., Chicago 

OI3CK c,row.[Crow Motor Car Co., Elkhart, Ind. 

Rinm«trnm i Auto Parts Co., Detroit 

Blomstrom.j Puritan Machine Co., Detroit 

Borland...Puritan Machine Co., Detroit 

Briggs-Detroiter.Puritan Machine Co., Detroit 

Brlntell.Puritan Machine Co., Detroit 

Brownlkar.Hinsdale Electrical S. Co., Hinsdale, Ill 

Brdc Electric.Puritan Machine Co., Detroit 

Brodesser.Puritan Machine Co., Detroit 

f Standard Motor Parts Co., Newcastle, Ind. 

Brush. [ Puritan Machine Co., Detroit » 

I Davidson Repairshop, 227 West 64th St., New York, N. Y. 
Buffalo Electric.Puritan Machine Co., Detroit 

C 

r^iifnrnia 1 California Auto Co., Los Angeles, Cal. 

uanrornia. ( puritan Machine Co., Detroit 

Cameron.Camefon Mfg. Co., New Haven, Conn. 

( Auto Parts Co., Chicago 

Carhartt.....-j Jos. C. Gorey & Co., New York 

[Puritan Machine Co., Detroit 
I Carnation Motor Car Co., Detroit 
J Auto Parts Co., Chicago 

carnation.. ^ p ur j( an Machine Co., Detroit * 

[K. C. Auto Parts Co., 1827 McGee St., Kansas City, Mo 

Cartercar...Puritan Machine Co., Detroit 

Carthage.Puritan Mach. Co., Detroit 

Cavac.Puritan Machine Co., Detroit 

Century.Puritan Mch. Co., 422 Lafayette Blvd., Detroit 

Chadwick.Chadwick Eng. Works. Pottstown, Pa. 

f Auto Parts Mfg. Co., Detroit 

e .I Chief Motor Co., Detroit 

Cino...Haberer & Co., Cincinnati 

Cinco.Puritan Mach. Co., Detroit 

Clark Motor Car Co., Shelbyville, Ind. 
Meteor Motor Car Co., Piqua, Ohio 
Clark Auto Co., Atlanta, Ga. 

Puritan Machine Co., Detroit 
, American Motors Parts Co.. Indianapolis 
f Cutting'Motor Car Co., Jackson, Mich. 

J L. C. Erbes, Waterloo. Iowa 
ciark-uarter.. p ur j tan Machine Co., Detroit 

[ Robt. M. Cutting Co., 2635 S. Wabash Ave., Chicago 
' Western Motor Car Co., Cleveland, Ohio 
Garford Motor Truck Co., Lima, Ohio 
Coates-Goshen Auto Co., Goshen, N. Y 
. Miller Car Co., Goshen, N. Y. 

Colby...A. O. Smith, Milwaukee, Wis. 

_ f Colburn Automobile Co., Denver, Col 

Colburn.. [ Erickson & Stalnaker, Denver, Col. 

[Puritan Mach. Co.. Detroit 

Colley.Puritan Machine Co., Detroit 

Cttiumhia I Columbia Auto Repair Co., Hartford, Conn 

I Standard Motor Parts Co., Newcastle, Ind 


Hark. 


Cleveland. 

Coates-Goshen. 


Columbus Electric 

- Connersville. 

Continental. 

Corbin. 

Corbitt. 

Correja. 

Courier. 

Courier-Clermont. 
Craig-Toledo. 

Crescent. 

Cricket. 

Crow. 

Croxton. 

Croxton-Keeton... 


Cutting. 

D 

Dart. 

Dayton. 

Deal... 

Dearborne- Detroit 

De Luxe. 

De Mot. 

De Tamble. 

Dragon. 

Duer. 

Durocar. 


...New Columbus Buggy Co., Columbus, Ohio 

.Puritan Machine Co., Detroit 

.Puritan Mach. Co., Detroit 

. .Corbin Motor Vehicle Co., New Britain, Conn. 

.Puritan Machine Co., Detroit 

.J. C. Gorey & Co., New York 

( Standard Motor Parts Co., Newcastle, Ind. 
[ Puritan Machine Co., Detroit 

_Standard Motor Parts Co., Newcastle, Ind. 

I A. W. Colter, Toledo 

.(Puritan Machine Co., Detroit 

Northway Auto Parts & Sales Co., Cincinnati 
Puritan Machine Co., Detroit 

.Puritan Machine Co., Detroit 

[Black Mfg. Co., Chicago 

. -J Crow M. C. Co., Elkhart, Ind. 

[Puritan Mach. Co., Detroit 

.i Auto Parts Co., Chicago 

[ Puritan Machine Co., Detroit 

.K. C. Auto Parts Co.. 1827 McGee St., 

Kansas City, Mo. 
[Puritan Machine Co., Detrdit 

.-! Harris Bros. Co., Chicago 

[S. C. Erbes, St. Paul. Minn. 


.Puritan Machine Co., Detroit 

.Puritan Machine Co., Detroit 

.Auto Parts Co., Chicago 

_[.Hawn Motor Car Co. 

.Puritan Machine Co., Detroit 

.Puritan Machine Co., Detroit 

f American Motors Parts Co., Indianapolis 
[ Puritan Machine Co., Detroit 
[De Tamble Motors Co., Anderson, Ind. • 
...Philadelphia Mch. Wks., Philadelphia 
..Chicago Coach & Carriage Co., Chicago 
.Puritan Machine Co., Detroit 


c ( Kruegar Motor Car Co., Milwaukee 

tCMpse .1 Frank Toepfer’s Sons, Milwaukee 

( Edwards Motor Car Co., Long Island City, N. Y. 

Edwards..,.[ Puritan Machine Co., Detroit 

Electric Vehicle.Maxwell Briscoe Motor Co., L. I, City, N. T. 

Elk.Puritan Machine Co., Detroit 

I Auto Parts Co., Chicago 
Jos. C. Gorey & Co., New York 
Puritan Machine Co., Detroit 
Standard Motor Parts Co., New Castle, Ind. 

Evertt.Holt-Chandler, Long Island City, N. Y. 

f Maxwell Motor Sales, Newcastle, Ind. 

Everltt.s Jos. C. Gorey & Co., New York 

[Puritan Machine Co., Detroit 
f Jos. C. Gorey, New York 

Ewing .•{ Puritan Mach. Co., Detroit 

[L. E. Ewing, Leader Bldg., Cleveland, O. 


[ Puritan Machine Co., Detroit 
{ Auto Parts Co., Chicago 

I K. C Motor Parts Co., 1827 McGee St., Kansas City, Mo. 
Findley ...L. E. Ewing, Cleveland 

rniumbus S Puritan Machine Co., Detroit 
coiumous ^ New Columbus Buggy Co., Columbus, Ohio 

j Puritan Machine Co., Detroit 


F. A. L. 


Firestone 


Flanders. 


I Studebaker Corp., Detroit 


Fuller .Jackson Automobile Co., Jackson, Mich. 


G 

Gaeth. 

Garford. 

G. J. G. 

Glide. 

Grabowsky.... 

Gramm. 

Gleason. 

Great Smith... 
Great Western 
Grout. 

H 

Halladay. 

Hart-Kraft.... 
Havers. 

Henderson. 

Henry. 


Herreshoff 


Hewitt.. 
Holsman 
Houpt... 


.Gaeth Motor Car Co., Cleveland 

[Elyria Belting & Machinery Co., Elyria, Ohio 
•{ Garford Motor Truck Co., Lima, Ohio 
[ Puritan Mach. Co., Detroit _ _ „ 

.*.Puritan Machine Co., Detroit 

.Jos. C. Gorey & Co., New York 

j Puritan Machine Co., Detroit 

. ( Jos. C. Gorey, New York City 

J Garford Motor Truck Co., Lima, Ohio 

.(Puritan Machine Co., Detroit 

.Bauer Mch. Wks. Co., Kansas City, Mo. 

( Bauer Mch. Wks. Co., Kansas City, Mo. 
"* (Smith Automobile Co., Topeka, Kan. 

.Great Western Auto Co., Peru, Ind. 

( A. F. Kirkpatrick, Orange, Mass. 
. ( Puritan Mach. Co., Detroit 


A. O. Barley, Streator, Ill. 

A. O. Smith Co., Milwaukee 
W. J. Burt Motor Car Co., Los Angeles 
j Quincy Engine Co., Chambersburg, Pa. 
'[Petrie & Morganthall, Greencastle, Pa. 

I Puritan Machine Co., Detroit 

. ( Jos. C. Gorey, New York 

f Henderson Motor Car Co., Detroit 
,.... ( Auto Parts Co., Chicago 

( Puritan Machine Co., Detroit 
f A. O. Smith Co., Milwaukee 
J Jos. C. Gorey, New York 
• ) Puritan Machine Co., Detroit 
[Muskegon Auto Co., Muskegon, Mich. 

■ American Motor Parts Co., Indianapolis 
Puritan Machine Co., Detroit 
Levene Motor Co., Philadelphia, 
l Jos. C. Gorey, New York 

.International Motor Co., New York 

.Mercury Mfg. Cc., Chicago 

New Departure Mfg. Co., Bristol, Conn. 

—from Motor World. 


Additions. 

Areo Electric Briggs-Detroiter, Elco, Little Four, Yale Eight, Partin-Palmer, E M. F-30., Alter, Detroiter 6-45, 
Standard Det Tracfor Co Repairs of Weston Mott Axles, Repairs of Am. Ball Bearing Axles prior to 1919. Partfl 
for sale bv Puritan Machine Co., Detroit, Mich. This concern will also give you information on other or Pkan 
not show/ in this list Enger, American Motor Parts Co., Indianapolis, Ind ; Herff Brooks, Auto Sahage to, 
Kansas CRy Mo ; Dolson, Dayton Auto Parts Co., Dayton, Ohio; Dupont Victor Motor Co., York, Pa.;E. M F. 
Studebaker y Corpn., Detroit. Mich.; Austin. Puritan Machine Co.. Detroit; Pullman, Pullman Motor Ca ., 

Pa.; Puritan Machine Co., Detroit; Ross, Puritan Machine Co., Detroit. 


















































































































548 


DYKE’S INSTRUCTION NUMBER FORTY 


i 

Imperial.Imperial Automobile Co., Detroit 

Indiana.Puritan Machine Co., Detroit 

JenKItis....Puritan Machine Co., Detroit 

J*? 6 ".Croxton Motor Car Co., Washington, Pa.' 

Johnson.Johnson Service Co., Milwaukee 

„ . f Keeton Motor Car Co., Detroit 

£eeton.<VPuritan Machine Co., Detroit 

„ „ _ , .... I Car-Nation Motor Car Co., Detroit 

Kelly-Sprlngfield. Puritan Machine Co., Detroit 

Kelsey. J Auto Parts & Repair Co., Boston 

l Kelsey Motor Co., Hartford, Conn. 

Kune.Puritan Machine Co., Detroit 

Kn°*.. ...Alco Service Co., Philadelphia, Pa. 

Komet. I Elkhart Motor Car Co., Elkhart, Ind. 

„ „ (Keith Brothers, Elkhart, lnd. 

Krai!.Puritan Machine Co., Detroit 

/ Puritan Machine Co., Detroit 

Krlt. J Krit Motor Car Co., Detroit 

j Auto Parts Co., Chicago 
V Motor Corp., Philadelphia, Pa. 

I* 

Lansden.Lansden Co., Inp., Brooklyn, N. Y 

Lewis.American Motor Parts Co., Indianapolis 

Lexon .Puritan Mach. Co., Detroit 

Liberty.Belmont Auto Mfg. Co., New Haven, Conn 

American Motors Parts Co., Indianapolis 
Auto Parts Co., Chicago 

Lion. Puritan Machine Co., Detroit 

K. C. Auto Parts Co., 1827 McGee St., Kansas City, Mo. 
.Dion Motor Parts Co., Philadelphia, Pa. 

Little Six.Puritan Machine Co., Detroit 

__ I Garford Motor Truck Co., Dima, Ohio 

. .) Gramrh Motor Truck Co., Dima, Ohio 

{ Puritan Mach. Co., Detroit 
Jos. C. Gorey & Co.,- New York 
Phila. Mach. Works, Philadelphia, Pa. 

L. p. c. 1 American Motors Parts Co., Indianapolis 

( Auto Parts Co., Chicago 

M 

McIntyre.Puritan Mach. Co., Detroit 

Marathon J Marathon Service Co., Nashville, Tenn 

. ( Puritan Machine Co., Detroit 

Puritan Mach. Co., Detroit 
Auto Parts Co., Chicago 
Marion Jos. c> Gore y & Co., New York 

. American Motors Parts Ca., Indianapolis 

Marion Auto Service Co., New York City 
. K. C. Auto Parts Co., 1827 McGee St.. Kansas City, Mo 

Marron...Puritan Mach. Co., Detroit 

Marquette.....;.Puritan Machine Co., Detroit 

Marvel.Puritan Machine Co., Detroit 

Mason. ( Mason Motor Car Co , Detroit 

j Puritan Mach. Co.. Detroit 

Mather.Puritan Machine Co., Detroit 

Matheson.Matheson Auto Co., Wilkes-Barre, Pa 

Maxwell. j Standard Motor Parts Co., Newcastle. Ind 

.( Puritan Machine Co., Detroit 

Maytag-Mason.J Mason Motor Car Co., Detroit 

.. . .(Puritan Machine Co., Detroit 

Merchant.Puritan Machine Co., Detroit 

Meteor.....Meteor Motor Car Co., Piqua, Ohio 

Michigan Motor Car Co., Detroit 
Puritan Machine Co., Detroit 
Michlaan Philadelphia Mach. Wits., Philadelphia 

M.cnigan.-j Dauch Mfg Co _ Sanduskv, Ohio 

Jos. C. Gorey, 354 W. 50th St., New York City 
.K. C. Auto Parts Co., 1827 McGee St., Kansas City, Mo 
f Puritan Machine Co., Detroit 

Mlddleby.{ H. Goldberg, 1420 S. 8th St., Philadelphia 

(A. J. Devengood, 153 N. 4th St., Reading, Pa 
Devene Motor Co., Philadelphia 
Puritan Machine Co., Detroit 
Midland.. Auto Parts Co., Chicago 

K. C. Auto Parts Co., 1827 McGee St., Kansas City, Mo 
Midland Motor Co., 2200 Diamond St., Philadelphia, Pa. 

Mler.Mier Carriage & Buggy Co., Digonier, Ind. 

Miller.Puritan Mach. Co., Detroit 

Milwaukee. } £- c -. Elbes, Waterloo, Iowa 

( Harris Bros. Co., Chicago 

Monarch...Puritan Mach. Co., Detroit 

ij ora (Jos. C. Gorey, New York 

I Philadelphia Mch. Wks., Philadelphia 
Moyer..-.Puritan Machine Co., Detroit 

N 

Nance.Jos. C. Gorey, New York 

Northern.Puritan Machine Co., Detroit 

North Western.Puritan Machine Co., Detroit 

I Puritan Machine Co., Detroit 

Nyberg. 4 Devene Motor Co., Philadelphia 

I.V. A. Dongaker, Indianapolis 


f Northway Auto Parts & Sales Co., Cincinnati 

Ohio.| A. O. Smith Co., Milwaukee 

t Puritan Machine Co., Detroit 

1 Oliver Motor 'truck Co., Detroit 

.) Puritan Machine Co.. Detroit 

Omaha. J A - O. Smith Co., Milwaukee 

( Puritan Machine Co., Detroit 

Orient..........Metz Co., Waltham, Mass. 

Oraon-Drenco Machine Co., Broadway & 50th St., New York City 

Otto-moblle.Holly Motor Co., Mt. Holly, N J 

Overholt.A. O. Smith Co., Milwaukee 

Owen.Puritan Machine Co., Detroit 

P 

Packers.Puritan Machine Co., Detroit 

Singer Motor Co., Dond Island City, N. Y 
Puritan Machine Co., Detroit 
Jos. C. Gorey & Co., New York 
A. O. Smith Co., Milwaukee 

Drenco Mach. Co., Bwy. & 50th St.. New York City 

Parry. I Motor-Car Mfg. Co., Indianapolis 

( Pathfinder Co., Indianapolis, Ind. 


Palmer.Singer. . 


Peabody...Puritan Machine Co., Detroit 

| Puritan Machine Co.. Detroit 

Penn.< Buda Co., Harvey, Ill. 

I. Devene Motor Co., Philadelphia 
[ Puritan Mach. Co., Detroit 

Pennsvivania J Central Auto Supply Co., Philadelphia 

I Jos. C. Gorey &. Co., New York 
(.Dougherty, 1845 N. 19th St.. Philadelphia 

Peru.Puritan Mach. Co., Detroit 

Petrel......Filer & Stowell.Co., Milwaukee 

Pierce-Racine.J Puritan Machine Co.. Detroit 

( Pierce Motor Co., Racine, WIs. 

Pioneer.Pioneer Car Mfg. Co., Oklahoma City, Okla. 

Pittsburgh.Chester Engineering Co., Chester, Pa. 

I Hartford Motor Car Co., Hartford, Conn, 
j Walker & Barkman Mfg. Co., Hartford, Conn. 

Pope-Hartford.( Puritan Machine Co., Detroit 

Boulevard Motor Co., Cambridge, Mass. 

(.J. Rosenfeld, 521 Cth St., South, Boston. 

Pope-Toledo.Auto Salvage Parts Co., Chicago 

Pope-Tribune.Pope-Hartford Mfg. Co., Hartford, Conn. 

Poss.Puritan Mach. Co., Detroit 

Pratt-Elkhart.Elkhart Carriage & Motor Car Co., Elkhart, Ind. 

Pungs-Finch.Pungs-Finch Auto & Gas Engine Co., Detroit 

Q 

Queen.Puritan Machine Co., Detroit 

R 

Randoinh ( Randolph Motor Truck Co., Flint, Mich. 

H . ( De Kalb Wagon Co., De Kalb, Ill. 

Rainier ( Puritan Machine Co., Detroit 

.( Garford Motor Truck Co., Dima, Ohio 

Rapid.Puritan Machine Co., Detroit 

Rayfield...Holmes Garage, Danville, 11L 

{ R. C. H. Corp, Detroit 
Jos.‘ C. Gorey, New York 
W. J. Burt Motor Car Co., Dos Angeles, CaL 
Puritan Machine Co., Detroit 

Reading.H. Goldberg, 1420 S. 8th St., Reading, Pa, 

Reed.s.Puritan Mach. Co., Detroit 

Reliable-Dayton.Puritan Machine Co., Detroit 

Reliance.Puritan Mach. Co., Detroit 

Republic.Republic Motor Car Co., Youngstown, Ohio 

Ricketts.Ricketts Auto Works, Detroit 

f Devene Motor Co., Philadelphia 

Rider-Lewis.•! Fr Ur i ta V Mac . bine G °-. Detroit 

j V. A. Dongaker, Indianapolis 
_ , _ I Auto Parts Mfg. Co., Detroit 

Royal Tourist..Puritan Mach. Co., Detroit 

S 

Sampson. J Standard Motor Parts Co., Newcastle, Ind. 

( Puritan Machine Co., Detroit 

Sandusky. .Dauch Mfg. Co., Sandusky, Ohio 

Schacht.J General Auto Repairs Co., Cincinnati 

( Puritan Machine Co.. Detroit 

Selden.1 Jos. C. GdVey & Co., New York 

' \ Puritan Machine Co., Detroit 

S. G. V_t Drenco Mach. Co.. Broadway & 50th St., New York City 

I N. J. Machinery Co., Newark, N. J. 

f ible y.Sibley Motor Car Co., Detroit 

Sommer. .Sommer Motor Co., Detroit 

Southern.J Southern Auto & Equipment Co.. Atlanta, Ga. 

. 1 Puritan Machine Co., Detroit 

Spaulding.Puritan Machine Co., Detroit 

„ f Puritan Mach. Co., Detroit 

Speedwell.j j 0 g. C. Gorey & Co., New York 

_ . .. .. „ l Green Engineering Co., Dayton, Ohio 

Springfield.R. Hass Elec. & Mfg. Co., Springfield, Ill. 

Standard Six... (St. Douis Car Co., St. Douls, Mo. 

( Puritan Machine Co., Detroit 

.Mier Carriage & Buggy Co., Digonier, Irid. 

.Puritan Machine Co., Detroit 

Stevens- Duryea. Walk Hili Garage, 726 Walk 1 ‘iHl^St^M^apan^Mass - . 

Stoddard-Day ton.< K'Ke “• 

_ . . I Dayton Auto Repair Co , New York City 

Suburban.Puritan Machine Co., Detroit 

^. ultan .Jos. C. Gorey. New York City 

f S' Tb ° mas Motor Car Co., Buffalo. N. Y. 

Thomas. I Puritan Machine Co., Detroit 

l W. H. Jahns, 908 W. Pico St., Dos Angeles, Cal 
U- Rosenfeld. 521 6th St.. South, Boston. 

I‘" c r ? n e :.Chicago Coach & Carriage Co., Chicago 

Travitep. • J rr< Bur ^ Motor Car Co.. Dos Angeles, Cat 

T worn hi v.-.Traveler Automobile Co.. Evansville. Ind. 

Twombly.Driggs-Seabury Ordnance Co., Sharon, Pa. 

Van Dvke. Erbes ’ Waterloo, Iowa 

Victor-Thomas-Detroit.Puritan Machine Co., Detroit 

Wagenhalls...Riverside Machinery Depot, Detroit 

Wahl Harris Bros. Co.. Chicago 

am .j Barley Mfg. Co., Streator, III 

Waltham Orient 1 Puri ^ n . Machine Co.. Detroit 

waitham-Orient...Metz Co.. Waltham Mass. 

Warren. G - Gore y & Co., New York 

Wa^hinntnn .* p £ ntan Machine Co.. Detroit 

Wavidrv FiiririV..Puritan Machine Co., Detroit 

waveriey tiectnc. v. A Dongaker Co., Indianapolis 

Wayne.(Auto Parts Mfg. Co., Detroit 

Welch-Detroit ( Puritan Machine Co., Detroit 

weich-MaVquette’.'.::::::;;;;:;;;;;;;;:S a m n owie C r ft ne ^°,; Detr T °, , , t 

Welch- Pontiac...... .Puritan Machine Co.,^Detroit 

Whiting... I Flint, r °Mlctn° t0r CO ’ ° f MiCh - W - Kearsley St . 

1A/ . I Puritan Machine Co.. Detroit 

^°° dworth .Puritan Machine Co.. Detroit 

2 alC .Consolidated Mfg, Co.. Toledo. Ohio 

Zip....,.. A. Huebotter, Davenport. Iowa 


To 

ttc 


find addresses of Ignition Magneto, Electric System Manufacturers, also Auto Trade Publications 
.—look under Addresses ’ in the index. ^ 


































































































































649 


INSTRUCTION No. 41. 


**TIRES: Pneumatic. Rims. Air Compressors. Anti-Skid 

Chains. Solid Tires. Truck Tires for Heavy Duty. 


Tires are used on automobiles to over¬ 
come the vibration. If the wheels of an 
automobile were not properly tired, the 
machine would soon rack itself to pieces. 
The great weight and speed of the auto¬ 
mobile and its delicate construction, require 
additional protection besides that of the 
springs alone. 


There are two types of tires, the solid 
and the pneumatic. The solid tire is used 
to a great extent on electric vehicles and 
trucks, because they are usually slow speed 
vehicles. If solid tires were used on high 
speed cars the vibration would be so great 
the car would soon rack itself to pieces. 


The Pneumatic Tire. 


The pneumatic tire is the type used on all 
pleasure cars. With pneumatic tires, the 
car is suspended in air, which is the most 
elastic of substances. 

There are two methods of retaining the 
air, the first and now obsolete method, was 
a single tube tire, made air tight and did 
not use an inner tube. 

There are two forms of pneumatic tires; 
the single and the double tube. The single 
tube tire was merely an outer casing made 
air tight and was fitted with an air valve. 
This type was used extensively during the 
early days of motoring, but inasmuch as it 
is now obsolete, we will confine our instruc¬ 
tion mainly to the modern type. 

The modern automobile pneumatic tire 
consists of two chief parts, the “inner 
tube,” which holds the air, and the “shoe 
or casing,” which retains the inner tube, 
and protects it from wear. (fig. 2, page 650.) 

A steel rim is placed around the felloe of 
the wheel, and shaped to fit the tire, its 
exact shape depending on the design of the 
tire. The clincher and straight side rim are 
the styles universally used. 

Inner Tube 


Double tube tires have projections on the 
side called beads, which fit under grooves or 
into channels in the side of the rim, the 
pressure of the air in the inner tube holding 
them in place. See figs. 8, 8A and 9, page 
552. 

♦Bolts, or lugs, also sometimes called stay bolts 
or security bolts (fig. 2) pass through the felloe 
and rim, their large rubber or canvas-covered beads 
holding the extreme inner edges of the shoe 
against the rim. Lugs are now seldom used. 

Tread, is the part of an outer shoe or cas¬ 
ing, which is the part that comes in contact 
with the road. Bead, is the projection at 
the edges that fit into the rim. 

Outer cases, also called the outer shoe are 
divided into two classes; the “fabric” 
type and the “cord” type as explained on 
pages 565 and 559. The strength of the 
tire lies in this fabric or cord carcass, the 
cushion and protection for the carcass of 
the tire is in the rubber. Sea Island cotton 
which is very strong, is used for the carcass 
of the fabric tire and cords are used for 
the carcass of the cord tire. 

id Valve. 


Inner tubes used on automobile pneumatic 
tires are of the endless type. The only open¬ 
ing into the tube is the valve, through which 
the air is forced, fig. 6, page 550. As tube 
becomes inflated by air pumped into itj the 
bead of tire is forced outward and tightly 
clinches to the rim channel and can only 
be dislodged by deflating tube. 

fThe inner tube valve-stem is the part 
shown in fig. 6, page 550. It is the part 
to which the inner tube is connected as 
shown in fig. 5. (T) is the inner tube. The 

base, (G) of the valve stem is passed 
through a heavy, tough piece of rubber, 
called the “valve-stem-seat” which is vul¬ 
canized to the tube as shown in fig. 6, page 
572. By stretching the opening in this 
valve stem seat, the base (G) is placed in¬ 
side of tube and firmly locked by clamp nut 
(ST), figs. 5 and 6, page 550. 

Tbe inner-valve A, fig. 6A, also called the ‘ ‘valve 
plunger," is an automatic air check valve for 
retaining the air in the tube. It is screwed into 
valve stem opening, usually by the notched end 
of (B) the valve cap (see fig. 2, page 568). V— 
is the threaded part which screws into valve stem. 
W, is metal with rubber packing (D) around it, 
which makes an air-tight joint with walls of valve- 
stem. Y is cap holding spring (S) in place, and 
on upper part is a rubber washer which is the 


"valve-seat" which is between bottom of (W) 
and upper part of (Y). This is the seat, or point 
where air pressure in tube is retained because the 
lower part of (W) is in contact with rubber 
washer seat on top of Y, which is held together 
by tension of spring. This seat is shown open in 
illustration. Pin (U) is firmly attached to Y 
but works freely through enlarged holes in Y 
and W, which hole also serves as the air pas¬ 
sage to or from valve seat. The spring holds the 
valve to its seat but can be depressed at (U) or 
air from air pump will be sufficient to force valve 
from its seat. 

To inflate tube, unscrew valve cap (B) and 
screw in its place the hose coupling from air line. 
Inside of this hose coupling is a projection which 
presses the pin (U) down against tension of 
spring (S) which separates the seat on upper 
part of Y from lower part of W—the air then 
passes in through enlarged hole in V and W and 
out bottom of W at seat, which is now open. 
When air-line coupling is removed pin U raises 
and brings upper part of Y and bottom part 
of W to a firm seat, and pressure of air in tube 
also assists in forcing spring S against Y and 
tightening the seat. 

To deflate tube, valve cap B is removed, turned 
upside down (per fig. 2, page 558) and pin U 
(fig. 6A, page 550) is pressed down by it, which 
opens inner-valve seat. Or, the valve cap B can 
be used to unscrew inner valve at Y and removed 
entirely, which is the proper thing to do when 
removing a punctured tube or rolling it up, per 
fig. 7, page 568. 

Sometimes the inner-valve leaks, due to the 
valve cap (B) being screwed down so tight the 
rubber disc (O) spreads and forces pin (U) down. 


*Lugs are now seldom used but were formerly used on "one piece clincher" rims to a great extent. 

**See Specifications of Leading Cars, pages 544 to 546, for make and size tires used on leading cars, 
tValve stem is passed through hole in felloe of wheel—see page 558, fig. 2A. Stem is held in 
place by lock nut (N) and washer (M), fig. 6, page 550. See page 571 for purpose of the spreader. 



560 






DYKE’S INSTRUCTION NUMBER FORTY-ONE. 


Fig. 1—The old style and 
original pneumatic tire was a 
“single tube tire.’’ The cas¬ 
ing itself held the air and did 
not contain an inner tube. 

Fig. 5 — All 
pneumatic tires 
now contain 
inner tubes. 

Note method of g >p 
clamping the 
air valve to in¬ 
ner tube. Inner 
tubes are end 
less and seam¬ 
less. 

T, tube; G. 
base; ST, clamp 
nut; P, lock¬ 
nut. 


P 


Fig. 7—A modern smooth tread tire— 

made in quick detachable clincher, 
regular clincher and straight side types 
of bead. Above illustrates the smooth 
tread quick detachable clincher bead. 


Fig. 8—A modern non- 
skid tread tire—made 
in quick detachable 
clincher, regular 
clincher and straight 
side type of bead— 

Fig. 8A — The Cord 
tire, principle of which 
is explained on page 
559, is distinguishable 
by its tread, which is 
a characteristic stand¬ 
ard used by many of 
the tire concerns who 
make Cord type of 
tires. 


Fig. 8—Non- 
skid tread. 


The clincher tire can be ap¬ 
plied to a quick detachable 
clincher rim. 


L-SPRCAOCR 
H VALVl bi£f.V( 
f^vALVt 
O'DUJ7 CAP 


Fig. 4—A quick 
detachable, de- 
mountable, 
straight side rim. 


.UG WlNfiN^T 


Fig. 2—The old style double 
tube clincher bead tire on a 
one piece clincher rim. Note 
the lug formerly used to hold 
tire on the rim. Pneumatic 
tires were called “double tube’’ 
tires in the early days to dis 
tinguish them from the single 
tube tire, fig. 1. 


n VAtvt CvE 
N VAtvt vrrn 
O-lCAP 


Fig. 3 — A 
quick detachable 
demountable 
“clincher” rim. 


Fig. 8A—The cord 
tire; a popular but 
high priced tire. 
Distinguishable by 
its tread. The cord 
tire is also made 
with non-skid tread, 
the above is the 
“ribbed” tread. See 
page 559. 


Fig. 6—Schrader No. 777 inner tube 
valve; full size for 3 in. tubes and un¬ 
der. No. 725 for 3% in. and over is 
larger. 

A—Inner valve. 

B—Valve cap. 

O—Rubber disk (for cap B). 

D—rubber packing. 

N—Locking nut (for dust 
cap). 

M—Leather washer. 

G—Valve stem base, goes 
inside of tube. 

P—Lock nut (for valve 
stem). 

S-T—Clamp disk. 

L—Valve spreader. 

8 ee pages 549, 551 for in¬ 
ner valve principle. 


i«y firestone Republic Goodyear MAW Hartford Peuo 

ad Non-Skid Staggard Non-Skid Knobby with steel Vacuum 

Tire Tread Tread Tread rivets in Cup 
Tread Tread Tread 

Fig. 9—-Types of non-skid tires. 


♦Fig. 10—Non-skid chains. 
For snow, ice, mud and skid¬ 
ding. The chains are placed 
over the tires. See chart 236-F 
for grip or chain for solid tires. 
The chain is a sure preventive 
of slipping and skidding. 


CHART NO. 235—Tires—Original and Modern Types. Inner Tube Valve Construction. 

Charts 233 and 234 omitted by error in numbering. *See also, page 560. 














































































TIRES, TREADS AND RIMS. 

Slow Air Leaks. 


551 


Slow air leaks from tube are sometimes 
traced to this 1 * inner-valve * ’ A, leaking. 

fTo test for inner-valve leak, inflate tube 
and test, per fig. 3, page 568. If leaky, 
try cleaning and screwing down tight, if 
this does not remedy leak, then put in a new 
“inner-valve.” A slow leak may also be 
due to valve-stem base (G) being loose—or 
inner tube rubber being porous, due to age 


Treads of Tires. 


which in time hardens, becomes porous and 
leaks slowly. To test for valve stem or 
slow leak or puncture; see fig. 4, page 568. 

The average life of a tube is from twelve 
to eighteen months, maybe two years—but 
once it begins to harden—it is advisable to 
replace with new tubes. 

The purpose of the spreader (L), fig. 6, 
page 550 is explained on page 571. 


The treads of tires or outer casings are 
divided into three types; the smooth tread, 
as shown in fig. 7, and the non- 
skid tread (fig. 8) and the ribbed tread, fig. 

8A, page 550. There are several different 
makes of non-skid treads, (as shown in 
fig. 9) but the principle or purpose of all 
are to prevent skidding. The original non- 
skid tire was the Bailey tread. The Fire¬ 
stone non-skid tread was the second tire of 
this type introduced. 

The number of accidents which have oc¬ 
curred on account of skidding on slippery 
pavements, has shown the need for some 
method of prevention. 

**The original method was by the use of 
tire chains (fig. 10), which, so far as the pre¬ 
vention of skidding was concerned, fulfilled 
their purpose. But the use of chains was 
found to be detrimental to tires when in¬ 
troduced between the blown-up tire and hard 
pavement, and in addition were hard riding 
and noisy. 

+Rims and Tire Beads. 


The non-skid tread was introduced to 
overcome this difficulty, but while they pre¬ 
vent skidding to a great extent, it still 
seems as though the chain is the best pre¬ 
ventive of skidding after all. The extra 
wear and gripping surface obtained with 
the non-skid tread is well worth the differ¬ 
ence in price, and ought to at least be 
placed on the rear wheels. 

The modern tire equipment consists of 
smooth or ribbed tires for the front wheels 
and non-skid tread tires for the rear wheels, 
with rims of the demountable straight side 
type. 

Leather cover protection for tires: In fig. 5, 

page 559, we illustrate a tire protector called 
the Woodworth Leather Tread. This cover is 
made of leather with steel rivets which pass 
through the tread. The covers are made to fit 
over the tire. They protect the tire from wear 
and from punctures, cuts and bruises, or other 
outside injuries, but are not suitable for high 
speed cars. 


Beads of tires: There are three beads. (1) 
“Plain clincher” bead fig. 2, page 550, 
which is flexible and intended for one-piece 
clincher rims. (2) Clincher bead tire with 
a hard bead for use on “quick detachable” 
rims as fig. 3, page 550. (3) “straight 
side” bead for use on rims with a straight 
side as per fig. 4, page 550. 

Rims are made with projections on the 
side to take either the “clincher” or 
“straight side” bead tire. 

Clincher rims can be either a ‘ one-piece 
clincher rim ’ ’ as per fig. 2, page 550, or 
it can be a “quick detachable rim” where 
one side of rim is removable as per fig. 
3, page 550. 

To attach or detach a tire on a one-piece 
clincher rim it is necessary to raise the 
beads of the tire over the rims as per 
figs. 1 to 8, page 55 8, and that is why the 
bead is made flexible. 

To atacli or detach a clincher bead tire 
on a quick detachable rim it is only neces¬ 
sary to remove the “locking ring” and 
“clincher side ring” per fig. 1, page 555 
and the tire can be slipped on or off with¬ 
out much stretching, therefore it is not nec¬ 
essary to have a flexible bead. 

Therefore a flexible bead clincher tire can 
be fitted to either a ‘ ‘ one-piece clincher 
rim” or a “quick detachable clincher rim,” 
but it would be a difficult matter to stretch 
a hard bead clincher tire over a “one-piece 
clincher rim.” 


Straight-side rims to take straight-side 
bead tires can be “one-piece” rims as per 
type “E,” page 55 5, but it must be “de¬ 
mountable” and “split.” ’ That is, the 
rim can be removed from the wheel by re¬ 
moving bolts on the side, then rim with 
tire, on it is removed from wheel and rim 
which is split, is then removed from the 
tire, as shown in figs. 4 and 5, page 556 
and fig. 2, and 1 to 10, page 557. The 
type E rim is very popular. 

Straight side rims to take straight side 
bead tires can also be “quick-detachable” 
type of rims as per type “C,” page 555. 
Note with this rim the tire can be removed 
from rim while on wheel, by removing a 
side ring as per figs. 1 to 3, page 556 and 
fig. 12, page 557. Or the rim with the 
tire can be demounted from wheel with tire 
on it and tire removed from rim as ex¬ 
plained on page 556, figs. 1 to 3. 

The universal rim is the type of rim 
which was formerly used to a great extent. 
This rim is shown in type B, page 555 and 
was reversible. By having the rings (B) 
as now shown in illustration, the rim would 
take a “straight-side bead” tire. By re¬ 
versing this ring as per fig. 2, page 552, the 
rim would take a “clincher bead” tire. 

Demountable rims are those rims which 
are not permanently fastened to the wheel 
and can be removed with tire, usually by 
loosening bolts on the side as shown on page 
556. See also type A, B, C and E rims, 
page 555, all of which are demountable. 

—continued on page 553. 

**For heavy weather and snow time there is nothing equal to a good set of chains; one on each wheel. 
If only two are used they should be on the rear wheels. If only one, it should be on the left rear, 
to avoid being damaged against the curb. Fasten them tightly, but not so tightly that they cannot 
creep. If they are held rigidly in one place they wear into the tread and ruin it (see pages 550, 559). 
fThe straight side rim is the popular rim. 


552 


DYKE’S INSTRUCTION NUMBER FORTY-ONE. 








. _ 


S HOB. 


7WW 

tc/ee 


.CL/RCHER 

Rif* 


yvooo 

FELLOE 


CLINCHER 
ffllJCr 



CLINCHER 
■RlNCi 

LOUONC 

Who 
'{—R/M 


R/NQ 

REVERSE 



CLINCHER 

RlNCi ffEverfiEC 


Fig. 1—Clincher tire on a 
one piece clincher rim. 


Fig. 2—Clincher tire 
quick detachable rim. 



on a Fig. 3—Straight side tire on 

a quick detachable rim where 
the clincher part of rim is re¬ 
versible—universal rim. 


Fig. 6—Showing a tire inflated on a demountable rim, 
carried on the side of the car or the rear, ready to put in 
the place of a damaged tire. Note, this tire is inflated. 




l-spreader 

M-VALVE SLEEVE 
N-VALVE STEM 
O-DUST CAP 



L- SPREADER 
M-VALvt S‘.£Evf 
N-vALVE STEM 
O-DUST CAP 


Types of Tire Beads. 

Fig. 8—A clincher hard, non-stretchable 
bead tire on a quick detachable, demount¬ 
able rim. 

Fig. 8A—A clincher flexible bead tire 

ia practically the same tire except bead 
is flexible and is used on the “one-piece” 
clincher rim fig. 1. (Fg. £A not illus¬ 
trated.) 

Fig. 9—A straight side bead tire on a 

straight side, demountable rim. 




A straight side bead tire with a non- 
skid tread. Can be either the “fabric” 
or “cord” type of carqass, as explained 
on page 565. 


Fig. 4—A tire on a demountable rim. 
Note the inner part of rim is perma¬ 
nently attached to felloe of wheel. This 
tire is usually carried on rear of car in¬ 
flated, on a spare rim. The damaged tire 
is removed and the inflated tire and rim 
is slipped over the wheel rim. The 
straight side or clincher tire can be de¬ 
mountable. 


Fig. 7 — Spare 
emergency tire and 
rim is a type of tire 
usually carried in¬ 
flated on a special 
rim which can be 
bolted or clamped 
to the side of the 
damaged tire. The 
damaged tire is not 
removed until des¬ 
tination is reached. 
This principle is sel¬ 
dom used. Disad¬ 
vantage is that the 
wheels do not track 
properly and on 

country roads where there are ruts, this is serious. 


Fig. 8—Quick detachable clincher cases have non-stretchable 
beads and can only be used on quick detachable clincher rims 
and the split type clincher rims. This style of tire should 
always be equipped with flaps. 

Fig. 8A—Regular clincher cases have stretchable or flex¬ 
ible beads and are designed for use on regular clincher (one 
piece) rims; they are sometimes used also on quick detach¬ 
able clincher rims. When used on regular clincher rims, 
it is desirable for sizes including the 4 inch and above, 
to use clips or stay bolts to hold beads securely in rim 
clinches. When using regular clincher tires on quick detacha¬ 
ble clincher rims, it is necessary to use flaps to protect the 
inner tubes. 

Fig. 9—Straight side or straight bead cases have non-stretch¬ 
able cables imbedded in the base and are designed only for 
quick detachable straight side rims and split type of straight 
side rims. This style should always be equipped with flaps. 
Straight side tires are sometimes used on quick detachable 
clincher rims having fillerbeads fitted in clinches of rims. 
This is not to be recommended, however, as the base width 
of this style of rim is not suitable for straight side tires. 


CHART NO 236 — Rims: One piece Clincher. Quick Detachable Clincher, Quick Detachable De 
mountable Clincher, Reversible Q. D. Rims. Straight Side Type. The Emergency Tire. 



































































TIRES AND PRESSURE. 


553 


—continued from page 551. 

A straight-side “bead tire can be used on 
a “quick detachable clincher rim” but a 
“filler bead” should be used to protect the 
bead from cutting. A straight side bead 
tire cannot be used, however on a “one- 
piece clincher rim. ” A clincher bead tire 
cannot be used on a straight-side rim. 

Spare Tires. 

A spare tire inflated, on a spare “de¬ 
mountable’’ rim, which can be a “clincher,” 
“quick detachable” or “one-piece” rim, 
can be carried on rear or side of car as per 
fig. 5, page 552. This rim can be placed 
over wheel when damaged tire with rim is 
removed. 

A spare wheel with inflated tire can also 
be carried on car ready to place on wheel 
spindle when damaged tire with wheel is 
removed. This is quite popular with wire 
and disk w T heels. 


A spare emergency tire with inflated tire 
can also be carried on car, which can be 
bolted to side of damaged tire as per fig. 7, 
page 552, but this method has disadvantages 
as explained on page 55 2, fig. 7. 

The straight side bead tire is now the 
popular type of bead, in fact the clincher 
tire is now made only in sizes of 30x3, 
30x3% and 31x4. The latter size being 
an oversige for 30x3%, or can be fitted to 
30x3% rims—see page 555. 

The Ford uses 30x3 in front and 30x3% 
rear, plain clincher on one-piece clincher 
rims permanently fitted to wheel on touring 
car and roadster. On the Ford Sedan and 
Coupelet, also Maxwell, Chevrolet and Over¬ 
land Model Four, the 30x3% tire on “one- 
piece clincher rims” but with the “de¬ 
mountable” feature is employed. 


•[Proper Air Pressure. 


There are four ways in which you can save 
on tire hills; first, by keeping the tires at all 
times well inflated; second, by using your brakes 
with caution; third, by not overloading the car; 
fourth by repairing small cuts in the tread as they 
appear and being sure wheels are in alignment. 

More than three-fourths of all tire trouble is 
caused by under-inflation. A soft tire by having 
its sides bent at a sharp angle, will soon have 
its fabric loosened from the rubber, with con¬ 
sequent liability of an early rupture. Besides, a 
hard tire presents less surface to the road and is 
therefore less likely to suffer cuts and punctures. 

One manufacturer gives the following rule for 
inflation of tires. The pressure of air to be car¬ 
ried is about 18 pounds per inch (cross section) ; 
for instance, a 3-inch tire ought to have 54 
pounds and a 3%-inch, 63 pounds, and so on. 
The pressure can be accurately tested with a 
pressure gauge, a good form being shown in 
chart 238. 

Another manufacturer gives this schedule as 
per chart 236-A. In addition, the wheel load 
each size of tire is supposed to carry and how 
to figure the wheel load is given. 

The most important thing to fix in mind on the 
subject, is that load as well as inflation, must be 
considered to get good results. These two fac¬ 
tors are interdependent. You cannot consider 
one properly without regarding the other. 

If you increase the load imposed on a given 
tire you must increase the inflation pressure—and 
vice versa—if you are to maintain this proper 
degree of flattening. 

From this it will be seen that there is no fixed 
pressure than can be set as standard for any size 
of tire regardless of load. 

That the inflation pressure should vary in tires 
of a given size according to the load they are 
obiged to carry, is obvious when you consider, 
for instance, a 4-inch tire used on a heavy tour¬ 
ing car and another 4-inch tire used on a light 
roadster. Obviously the weight on the former 
is a great deal more than that on the latter, so 
that the former tire will be flattened or distorted 
a great deal more, providing tire pressure is the 
•ame. In order to prevent this flattening from 
becoming abnormal and in that way affecting the 
tire detrimentally, it will be necessary to main¬ 
tain a higher inflation pressure in the touring 
car than used in the tires on the light roadster. 

If the tire is inflated so that it does not flat¬ 
ten at all under the load more service will prob¬ 
ably be received from it. However, this will 
cause the car to ride harder. 

If the tire is underinflated, that is, if the 
amount of air allows too great a degree of flat¬ 
tening, the constant distortion at its point of con¬ 


tact with the ground as the wheel revolves, will 
generate heat in the side walls of the tire. Thi« 
heat destroys the rubber between the individual 
plies of fabric and tends to separate them. Sep¬ 
aration of this kind weakens the tire so it is 
not long able to stand up under ordinary road 
conditions. 

To Get Better Cushioning; Change 
to Oversize. 

If it is desired to increase the durability or 
mileage from the tires, the inflation pressure 
should be increased. In extreme cases where 
better cushioning effect is desired this can be 
done by decreasing the inflation pressure. How¬ 
ever, that is bound to cut down the mileage re¬ 
ceived from the tire. The best way to get better 
cushioning is to change to oversize tires because 
in that case a lower inflation pressure can be 
used. For instance: 

Suppose that a 4-inch tire carrying a weight of 
1,000 pounds per wheel should according to the 
scale, be inflated to 80 pounds. If the 
motorist found he wished easier riding, the best 
thing he could do would be to change over to 
4 *4 -inch tires, which with a load of 1,000 pounds 
would need to be inflated to only about 70 pounds. 

The big thing to remember in connection with 
proper inflation in tires, is that it is underinfla¬ 
tion and not overinflation that ought to be guarded 
against. 

Inflation Pressure During Hot Weather. 

The subject of whether or not inflation pres¬ 
sure in tires should be reduced in hot weather 
is a very interesting one, because it is generally 
supposed the pressure should be reduced in the 
summer time. 

In a test made with a 33 by 4 tire on the 
hottest day ever recorded here in June, we found 
that although driven at excessive rates of speed, 
the increase in inflation pressure amounted to 
only 4 pounds, which of course, is negligible, 
because many times 4 pounds would not cause 
the tire to blow out. 

Tire gauges are shown on page 568. 

Air Compressors. 

Hand tire pumps are made in single and double 
acting, the most satisfactory type is the double 
acting, as shown in fig. 4, chart 237. 

Power pumps or air compressors are driven 
in various ways; the spark or impulse pump; 
friction wheel, the belt or gear driven and electric 
motor driven pump. Modern cars are equipped 
with small air compressor driven from the engine. 

Air compressors for garage use are described 

under “Equipment for the garage.” See chart 
237-B for air compressors. 


fCord tires per page 559 require slightly less air pressure than “fabric” tires. 


664 


DYKE’S INSTRUCTION NUMBER FORTY-ONE. 


CLINCHER RIM MEASUREMENTS 


Sue 

Inside Dmm. of 
Rime for 

Wood Wheels 

Diam. of Rim at 
Tire Seat for 
Wood and Wire 
Wheels 

Sue 

Inside Diam. of 
Rims for 

Wood Wheels 

Diam. of Rim at 
Tire Seat for 
Wood and Wire 
Wheels 

26 x 2* 

20.834* 

21 

34 x 3 

27}* 

28 

28 x 2 \ 

21.834* 

22 

36 x 3 

29}* 

30 

30 x 2j 

23.834* 

24 

28 x 3$ 

20 U* 

21 

32 x 2* 

26.834* 

27 

30 x 3} 

2244* 

23 

34 x 2* 

28.834* 

29 

32 x 3} 

24U* 

25 

36 x 2} 

30.834* 

31 

34 x 3* 

26H* 

27 

26 x 3 

19.834* 

20 

36 x 3} 

28H* 

29 

28 x 3 

21.834* 

22 

30 x 4 


22 

30 x 3 * 

23.834* 

24 

32 x 4 

23+| 

24 

32 x 3 

25.834* 

26 

34 x 4 

2544* 

26 

34 x 3 

27.834* 

28 

36 x 4 

27+t* 

28 

36 x 3 

29.834* 

30 

28 x 4} 

18ft* 

19 

26 x 2 $ 

20 }* 

21 

30 x 4} 

20 ft* 

21 

28 x 2$ 

21 }* 

22 

32 x 4} 

22 ft* 

23 

30 x 2* 

23}" 

24 

34 x 4i 

24ft* 

25 

32 x 2\ 

26}" 

27 

36 x 4i 

26ft* 

27 

34 x 2* 

28}* 

29 

28 x 5 

17ft* 

18 

36 x 2} 

30}* 

31 

30 x 5 

19ft* 

20 

26 x 3 

19}* 

20 

32 x 5 

21 ft* 

22 

28 x 3 

21 }* 

22 

34 x 5 

23ft* 

24 

30 x 3 

23}* 

24 

36 x 5 

25ft* 

26 

32 x 3 

25}" 

26 

40 x 5 

29ft* 

30 


Note that the 28 and 30 x 2} Tires are made interchangeable with the 28 and 30 x 3 Tires 
The above table gives the clincher rim inside measurement, useful for 
fitting rims to wheels. 


AIR PRESSURES AND CARRYING CAPACITIES OF PNEUMATIC TIRES 


Air 



Pres’re 

Rear 

Front 

28x3".. 

50 lbs. 

350 lbs. 

450 lbs. 

30x3".. 

• • 

375 “ 

475 “ 

32x3".. 

44 

375 “ 

475 “ 

34x3".. 

II 

400 “ 

500 ” 

36x3".. 

«* 

425 ’’ 

525 •* 

29x3)4" 

60 lbs. 

450 lbs. 

550 lbs. 

30x3)4" 

«• 

475 " 

575 “ 

31x3)4" 

II 

500 " 

600 “ 

32x3)4" 

• I 

525 ■* 

625 ” 

34x3)4" 

• a 

675 “ 

675 ** 

36x3)4" 

• • 

625 " 

700 " 

30x4".. 

70 lbs. 

550 lbs. 

700 lbs. 

31x4".. 

II 

575 " 

725 “ 

32x4".. 

41 

600 ** 

750 ’’ 

33x3".. 

II 

625 ** 

775 " 

34x4".. 

II 

650 “ 

800 


(Per Wheel—Car Empty) 
Air 



Pres’re 

Rear 

Front 

35x4".. 

70 lbs. 

675 lbs. 

825 lbs. 

36x4".. 

«« 

700 “ 

850 " 

37x4".. 

• • 

725 “ 

875 ” 

38x4".. 

* • 

750 “ 

900 “ 

40x4".. 

4* 

800 *’ 

950 " 

42x4".. 

ll 

850 “ 

1000 ’* 

32x4)4" 

80 lbs 

800 lbs. 

1000 lbs. 

33x4)4" 

II 

850 ’• 

1050 “ 

34x4)4" 

ll 

900 ’• 

1100 “ 

35x4)4" 

ll 

950 “ 

1150 ” 

36x4)4" 

• I 

1000 •* 

1200 " 

37x4)4" 

II 

1050 “ 

1250 ** 

38x4)4" 

II 

1100 •• 

1300 •* 

40x4)4" 

41 

1200 ** 

1400 “ 

42x4)4" 

<1 

1300 “ 

1500 “ 


33x5". 

34x5". 

35x5". 

36x5". 

37x5". 

38x5". 

39x5". 

41x5". 

43x5". 


Air 

Pres’re Rear Front 
90 lbs. 950 lbs. 1200 lbs. 

“ 1000 “ 1250 “ 

** 1050 “ 1300 *' 

** 1100 •• 1350 •• 

** 1150 “ 1400 *’ 

*• 1200 *• 1450 •' 

** 1250 ** 1500 ** 

“ 1350 “ 1600 **' 

•* 1450 “ 1700 *• 


36x5H" 95 lbs 
37x5)4" “ 

38x5)4" “ 

40x5 K'Ml 
37x6" 

39x6" 

41x6" 


1250 lbs. 
1300 “ 
1350 “ 

’ “ 1450 “ 

100 lbs. 1350 “ 

“ 1450 “ 

“ 1550 *• 


1500 lbs 
1550 “ 
1600 “ 
1700 " 
1600 “ 
1700 “ 
1800 “ 


STANDARD OVERSIZE 
TIRES 

Overslzes 


Standard Made 

to Fit 

Tire Sizes Same Rims 

28x3 

takes.... 

28x2% 

28x3 

takes.... 

29x8% 

30x3 

takes.... 

30x3% 

30x3 

takes.... 

31x3% 

32x3 

takes.... 

33x3% 

34x3 

takes.... 

35x3 % 

36x3 

takes.... 

37x3% 

30x3% 

takes. .. . 

31x4 

32x3% 

takes.... 

33x4 

34x3% 

takes.... 

35x4 

36x3% 

takes.... 

37x4 

32x4 

takes. .. . 

33x4% 

34x4 

takes.... 

35x4% 

36x4 

takes.... 

37x4% 

34x4% 

takes.... 

35x5 

36x4% 

takes.... 

37x5 

38x4% 

takes... . 

39x5 

40x4% 

takes.... 

41x5 

42x4% 

tafies. .. . 

43x5 

36x5 

takes.... 

37x5% 

36x5% 

takes.... 

37x6 

38x5% 

takes.... 

39x6 

40x5% 

takes.... 

41x6 


♦METRIC TIRES AND 
EQUIVALENTS. 


Motrfc 

Approximate Sue 

Sizes 

in Inches 

650k 

65 

26x2 14 

700x 

65 

28x2)4 

750x 

65 

30x214 

800x 

65 

32x2 V4 

830x 

65 

33x2)4 

860x 

65 

34x2)4 

700x 

85 

28x3)4 

, 750x 

85 

30x3)4 

800x 

85 

32x3)4 

860x 

85 

34x3)4 

760k 

90 

30x3)4 

81 Ok 

90 

32x3)4 

840k 

90 

32x3)4 

870x 

90 

34 x3)4 
36x3 D 

910x 

90 

960x 

90 

38x3% 

101 Ox 

90 

40x3 )4 

815x105 

32x4 

875x105 

34x4 

915x105 

36x4 

820x120 

32x4 )4—5 

850x120 

33x4)4—5 

880x120 

34x4)4—5 

920x120 

36x4)4—5 

1020 x120 

40x4)4—5 

1080x120 

42x4)4—^ 


fThe pressure to be carried in tires and the wheel¬ 
load that the different sizes are intended to carry is 
shown above. 

To find the wheel load for any particular car: First, 
it is necessary to know the weight of the car, with all 
the passengers and accessories, water and gasoline tanks 
filled and on board. After weighing the whole car, 
weigh back of car. To do this, the middle of the step 
of the car should be over the edge of the platform 
■cale—if a regular wagon scale is not available. 

Weigh the front of the car in the same way, the 
middle of the step being over the other end of the 
platform. If this has been carefully done, the last two 
weights added together should give within twenty 
pounds of the total weight of the car when weighed 
complete. Of course the wheel loads are one-half of 
the respective axle loads as found in this way. In 
this way you can see if your car is tired properly by 
referring to the scale showing the size of tire to use. 

Oversize tires: All tire makers agree that a larger 
size tire, giving a larger air cushion, is better than a 
smaller tire with a smaller air cushion. If you think 
your tires are too small, place a larger size tire on the 
rim. (See list above “Standard Oversize Tires.’’) 

You can figure the oversize tire your rim will take by 
adding one-half inch to the cross-section and one inch 
to the diameter. For instance, suppose your present 
tire is a 32x3%; by adding one inch to the diameter 
we have 33 and adding one-half inch to the cross-sec¬ 
tion we have 4, therefore a 32x3% rim will take an 
oversize tire 33x4. 

Transposing tires: Ruts, curbings and similar tire 
destroyers may wear the outer wall of a casing nearly 
to the fabric, but if the tire is reversed, and that side 
which has been exposed and most worn placed nearest 
the car, it will still be serviceable. 


As the rear tires sustain more than half the burden 
in every movement of the car, they will wear more 
rapidly than the front tires; they also have to bear 
the traction strain, that of carrying the car forward, 
and for these reasons they are subject to more wear 
than the front tires. Furthermore whenever the car is 
stalled in a mud hole, the rear wheels revolve a great 
many times without the front ones moving. 

Many motorists follow the practice of using repaired 
tires on the front wheels and new ones on the rear 
wheels. Increased service can also be had by trans¬ 
posing tires. In ordinary wear it is usually true that 
tires on the right side become worn more quickly 
than those on the left. This is due to their being run 
into ruts and stones, when the car is turned out of the 
traveled roadway, and because the tires of the right 
side suffer most from curbings and the like as the 
driver uses the right side of the street, they also carry 
more than half of the weight when the car leans, which 
it does mostly on the right side. 

The right rear tire wears faster because of the curve 
of the streets and roads. The weight being more on 
the incline is probably the cause. 

s. A. E. STANDARD SIZES OF PNEUMATIC TIRES FOR 
PLEASURE CARS 


Rim Sizes 

Even Tire 
Sizes (for 
manufacturers 

Odd or 
Oversize 
Tires (for 

Tire Seat 


and 

consumers 

Diameter 

30x3 

consumers) 

30x3 

only) 

31x3U 

24' 

30x3)4 

30x3)4 

31x4 

23' 

32x3)4 

32x3)4 

33x4 

25' 

32x4 

32x4 

33x4)4 

24' 

34x4 

34x4 

35x4)4 

26' 

34x4)4 

34x4)4 

35x5 

25' 

30x4l 2 

36x4)4 

37x5 

27' 

36x5 

36x5 

37x5)4 

26' 

38x5 H 

38x5)4 

39x6 

27' 


See bottom of page 555 for change of tire sizes. 


CHART NO. 23G-A—Useful Information Relating to Tires. 

•Figures in 1st column represent milli meters. See page 541 for explanation of milli meters. tSee page 559 for 
pressure to be carried in cord tires. 































DEMOUNTABLE RIMS. 


550 



Type A 

Type A — Firestone Eim. 
Quick detachable and de¬ 
mountable. This rim takes a 
plain “clincher” or a “quick 
detachable clincher” tire. 
Tire can be removed without 
removing rim, or the rim and 
tire can be demounted. 



Type B 


Type B — Firestone Rim. 
Is also a quick detachable, 
demountable rim, but the side 
ring (B) can be reversed for 
use with any straight side or 
Q. D. tire. Therefore this rim 
will take a plain “clincher” 
or “quick detachable clincher” 
or “straight side” tire. By 
removing the clamp the rim 
with tire is demountable. This 
is called the universal rim. 



Type C — Firestone Rim. 
Quick detachable, demount¬ 
able for use with any standard 
“straight side” tire. This 
is a quick detachable rim with 
demountable features. See page 
556. 



Type E—Firestone Rim. A 
demountable one-piece rim for 
straight side tires. It is a 
split rim, see figs. 4 and 5, 
chart 236B. 


A 



U S. STD. 
THREAD 


VALVE 

SLEEVE 


CLAMP 
CLAMP BRACKET 


DUST CAP 


BOLT 


CLINCHER 
SIDE n 
RING D 


LOCKING 

RING 

C 


Cto CL. 
RIM 
BASE 


FELLOE 
BAND 

H WASHER 


Figure 1 


The valve sleeve can best be explained from the instructions given 
by a prominent tire manufacturer as follows: 

Be sure that valve sleeve, sent out with every set of Firestone 
demountable rims, is being used. This is an important feature of 
this rim as it serves to hold steel valve spreader securely in place, 
making it impossible to throw a tire even when deflated, prevents 
moisture from working into the tire around the valve stem, and the 
dust cap need not be removed when the rim is mounted or demounted. 

*Quick Detachable Rims. 

Type A—Firestone Quick Detachable, Demountable Rim: A—Rim 

B'a’se. B —Side Ring. C —Locking Ring. D —Clamping Ring. E — 

Clamp. F —Clamp Bracket. G—Felloe Band. H —Bolt Washer. 

Type B—Firestone Quick Detachable Reversible Demountable 
Rim. A —Rim Base. B —Reversible Side Ring. C —Locking Ring. 
D —Clamping Ring. E—Clamp. F —Clamp Bracket. G—Felloe Band. 
H —Bolt Washer. 

Type C — Firestone Quick Detachable Demountable Rim: A —Rim 
Base. B —Side Ring. C —Locking Ring. D —Clamping Ring. E— 
Clamp. F —Clamp Bracket G—Felloe Band. H —Bolt Washer. 

Type E — Firestone Demountable Split Rim: A —Straight Side Split 
Rim Base. D —Clamping Ring. E—Clamp. F —Clamp Bracket. G— 
Felloe Band. H —Bolt Washer. 


Standard Sizes of Pneumatic Tires 
After Nov, 


30x3% clincher 
31x4 clincher 
32x3% straight side 
33x4 straight side 
32x4 straight side 
32x4% straight side 
33x4% straight side 
34x4% straight side 
33x5* straight side 
35x5 straight side 

Above are made in fabric 
construction in “plain” and 
“non-skid” tread. Made in 
cord construction in “ribbed” 
and “non-skid” tread. 

Sizes To Be Discontinued 
Nov. 1, 1920. 

30\3 clincher 
31x3% clincher 
34x4 straight side 
35x4% straight side 
36x4% straight side 
37x5 straight side 


1, 1920. 


Oversizes. 

31x4 is oversize for a 30x3%; 
33x4 for 32x3%; 33x4y 2 for 
32x4; 34x4% for 33x4; 33x5 
for 32x4%; 35x5 for 34x4%. 
See page 554, how to figure 
oversize tires. 

Pneumatic Truck Tires. 

36x6 

38x7 

40x8 

42x9 

44x10 

Above made in straight side, 
non-skid of cord construction 
only. 


f 


CHART NO. 23fi-AA—Examples of Quick Detachable Demountable Type of Rims (Firestone) on 
type A, B, C and E Rims. 

•The straight side rim is the popular rim. 






























































556 


DYKE’S INSTRUCTION NUMBER FORTY-ONE 



FIG. I - TO DEMOUNT TI8E AND RIM 
LOOSEN SIDE CLAMP m E’WITH SOCKET 
WRENCH "W* 

C 


FIG Z- DEMOUNT! NG RIM,Tire AND 
ALL FROM WHEEL 


Demounting and Mounting Q. D. Tires 
Side Ring Type. 

To demount the rim from the wheel (applying to type A, B and 
0) : Jack up wheel and loosen clamps (E) ‘using the socket 
wrench (W) which accompanies each set of rims. Slide each clamp 
down aa far as it will go (fig 1), then tighten nut sufficiently to 
hold clamp in that position. 

The socket wrench supplied may be operated with one hand 
while the other hand is employed to Bteady wheel. See fig. 1. 

When all clamps have been freed, turn the wheel so that the 
valve stem is at top, then swing out lower side of rim (fig. 2) and lift 
rim, tire and all, off the wheel. 

The valve hole in felloe is tapered so this can be done without 
straining the valve stem. Note—It is not necessary to remove dust 
eap when demounting rim. Dust cap should always be kept screwed 
tightly against the valve sleeve, except when detaching the tire from 
its rim. 

To mount the spare rim with inflated tire (applying to rims 
A, B and 0.). Having taken clamping ring from rim just removed, 
place in same position (with point toward inside) in spare rim carry¬ 
ing inflated tire. 

Turn the wheel so that the valve hole in felloe is at the top; 
insert valve stem (with dust cap and valve sleeve already on same) 
through hole and swing the lower part of rim snugly into place. 
Ends of clamping ring should come under one of the clamps. 

Restore each clamp in turn to its original position, over-lap¬ 
ping the clamping ring, giving the respective nuts one or two turns 
with the wrench to hold the clamp fairly tight. Then continue around 
the wheel again, tightening down all nuts and clamps firmly. 

To apply the tire to A, B or C rims: Place the slightly in¬ 
flated inner tube in the casing, using plenty of soapstone or talc, 
and set casing back on rim. 

Put on the clincher side ring. Apply locking ring by engaging 
the pin in notch in edge of rim and then force the locking ring 
into its groove around the wheel. Inflate tire to proper pressure. 


Screw dust cap on tight against valve sleeve. 



FIG 3 TO REMOVE TIRE FROM RlM 
PRV OFF LOCKING KING C 


The spreader is held in position in the base of the tire by 

the pressure of screw dust cap against valve sleeve. No locking 
nut or other device is necessary. 

To remove tire from types A, B or C rims: Remove dust 
cap and allow the air to escape. Push the valve stem up into 
the tire as far as it will go, thereby releasing the pressure of the 

spreader inside. 

Insert point of screw-driver between side ring (B) and locking 
ring (0), fig. 3). Pry downward, causing an opening between the two 
rings. Drop a coin or other convenient piece of metal into this open¬ 
ing and hold opening thus gained. Pry downward with screw-driver, 
which will remove locking ring (C). Bead ring and tire may now be 

removed from rim. Note valve sleeve will remain in valve hole of rim 

or felloe. 


Demounting and Applying; Split Rim (Type E). 

The type E rim, figs. 4 and 5, are the split type. To remove, 
loosen clamp bolts. 



To remove tire from type “E” Firestone rims without aid of 
operating tool: Be sure cam button lock (T) is unlocked. This type 
of rim is split (at R) and a button which is slotted and on the 
inner side of ring is operated with a screw driver. To prepare rim 
for removing tire, turn button so flat edge (not shown) is parallel with 
end of latch. Grasp tire in both hands and strike firmly on ground 
at a point indicated by S, causing rim to collapse, as indicated in cu-t 

Then turn tire half way around to 
position as shown in fig. 4. Throw 
your weight onto rim, and tire may 
be pulled off with bands. Or insert 
screw driver, or similar tool, under 
both beads, and tire may be pried 
off with ease. 

To apply tire on type E rim, with¬ 
out rim tool: After collapsing the 
rim in manner of fig. 4, lay rim on 
ground, insert valve stem in hole in 
rim, stand on beads of tire and 
“walk” same over flange of rim. 
working to the right from valve, 
around rim. Note fig. 5. 


FIG 4-TO REMOVE TIRE FROM F IG 5~TO APPLY TIRE TO TYPE 

type'V'rims without AID "E” RIM WITHOUT RIM TOOL 

OF OPERATING TOOL 


CHART IIO. 23G-B—Demounting Rim, Mounting Spare Tire, Applying Tire to Rim—of Type A B 
and C Firestone Rim as an Example. Demounting Type E Rim. 














































RIMS. 


567 




The Split Rim. 

In fig. 2 a split rim is shown with a locking lever 0. 
The rim is called a split rim because it is not endless but 
is cut through on one side. When rim is removed the locking 
lever (O) is thrown to one side as at (D). The rim is 
then pried out or lapped (E) and tire pulled off. 

When rim is put back in place the lever O is put in 
place as at (B). The type E rim chart 236-B is of the 
split type but has a different locking device. 

Another type of split rim is shown below in figures 1 
to 10 and is similar but a different locking principle. We 
will use this type below to explain how the rim and tire 
is demounted; how tire is removed from rim and how re¬ 
placed. The procedure is very similar on all types of split 
rims. 

The Baker bolted-on type split rim—used on the Buick 
as example, see figures 1 to 10. 

The demountable rims supplied with Buick cars are known 
as the Baker bolted-on type and may be removed from the 
wheel with the tire. The operation is as follows: 

To demount rim and tire: With the brace wrench, loosen 
all bolts about % inch, (fig. 1) except the ones on each side 
of the valve stem. Insert screw driver at right hand 
side of wedge, between rim and wheel (fig. 2), and strike 
handle of screw driver to free the wedge. When free, turn 
wedge around, (fig. 3), and tighten bolt to hold wedge in 
this position so it v. Ill not interfere with rim while dis¬ 
mounting. 

To take rim out of tire, lay rim and tire flat (fig. 4), 
so that the end of the cut in rim farthest from the valve 
stem is up. Remove anchor plate and beginning at end 
of rim which does not have the valve stem, insert sharp 
end of tire tool under bead of tire. Force down end of tire 
tool in hand (fig. 5), until end of rim is out of tire. 
This will bring the two short sides of the rim together, 

thus reducing its circumference. Repeat operation, as neces¬ 
sary, to free rim. Next, turn rim and tire completely over 
(fig. 6), and force tire tool between both beads of tire and 
rim, then holding tire with the foot (fig. 7), grasp free 
end of rim and pull it out of the tire. 

To replace tire on rim, lay rim flat on the ground with tire 
on top (fig. 8). Raise end of rim which is drilled for the 
valve stem, and after valve stem has been inserted, put 
both beads of tire entirely into the end of rim that has 

been raised, making sure that other end of rim is under 

both beads of the tire. After the beads of the tire have 

been properly started, insert them all the way around, leav¬ 
ing other end of rim to be put in last. If the tire is too stiff 
to force on by hand, use tool, fig. 9. Add anchor plate and 
valve cap after inflating (fig. 10). 



Fig. 12. Side ring type of Q. D. 
rim. B—is the endless ring. 0—is the 
other. 


Demounting Side Ring Type. 

Fig. 12—This type of rim is the side ring type of quick- 
detachable demountable rim, similar to fig. 3 chart 236-B. 
The illustration shows the locking ring (C) and side ring 

(B) removed and tire ready to be removed from rim. see 
also chart 236-AA. 

When replacing, push the casing back as far as it will 
go; replace the side ring (B) and finally the locking ring 

(C) , by first inserting the stud of the latter in the hole and 
working the ring all around into the groove. 

The locking ring is inserted most easily while the casing 
is being pushed back as much as possible. When this is 
done in the proper manner it is not necessary to uae a 
hammer in order to seat the ring into its groove. 


CHART NO. 236-C —The “Stanweld” Rim. The Quick Detachable Type of Rim with a Locking 
Ring. The “ split* ’ rim must be removed from wheel to remove tire. In type shown in fig. 
12, called the “side ring” type, the tire can be removed with rim on wheel, or demounted. 






























































658 


DYKE’S INSTRUCTION NUMBER FORTY-ONE. 







Fig. 2-A—Removing inner tube 
from tire. 

To Remove an Inner Tube. 

Jack up wheel. Remove the valve 
cap and inside valve by reversing the 
cap head and unscrewing it as shown 
in fig. 2. Remove lock nut on valve 
stem (see (H) fig. 6, chart 235). 

Push edge of casing from under the 
lip of rim with tire tool as shown 
in fig. 1. Pry off as in fig. 2 
and 3. This operation must be re¬ 
peated all around the tire until the 
outer bead is loosened. The inner 
tube can then be removed and outer 
casing slipped off. 

When taking an inner tube out of 
tire, turn the wheel until the valve 
stem is at the bottom, as in fig. 3-A, 
remove the tube, beginning at top. 

Always make it a point to run 
your hand around inner tube in the 
casing until you detect the cause of 
the puncture, 'because very often the 
offending object is hidden in tire and 
cannot be seen or felt from outside. 

Replacing Inner Tubes. 

Put in a new tube, or patch the 
old one in accordance with the in¬ 
struction further on; the inserting 
of the tube may be done with the 
casing remaining on the rim or with 
it removed. In either case it is 
desirable to turn the wheel until the 
valve stem hole is on top (fig. 2-A). 
Before the tire is replaced, the inner 
tube should be slightly inflated. 

Place powdered soap stone or mica 
in case before inserting tube, fig. 4-A. 
(Too much of this however is likely 
to work up into little balls and cause 
inner tube trouble.) 

Then run your hand around the 
inner tube, smoothing out the creases 
and placing the tube evenly around 
the rim. 

Do not inflate the tube too much 
when placing it in a tire, for if you 
do, you will have difficulty in re¬ 
placing the locking rim over the bead 
of the casing. 

Inflate the tire carefully after it 
is properly attached, and test the 
increasing pressure with your hand. 

Occasionally the tube is pinched un¬ 
der the spreader. Push the valve 
stem up and down with your hand 
before inflating. When the valve re¬ 
turns to .its original position there 
is no danger of pinching. 


Fig. 2 — Shows how the 
valve cap B is reversed 
to unscrew the inner 
valve (A) when tube is 
to be deflated. 


Fig. 3-A—Replacing inner tube. 


rig. 4—Fourth Operation: The inner Fig. 6—The Inner Tube Fig. 6—Illustrating a senous fault, 
tube having been carefully replaced, has been pinched by tire The inner tube has become nipped 
the hooked end of the lever is used to tool between one of the lug bolts and cover, 

work the edge of cover back into the and unless released will result in a 

rim. burst tube. This risk is avoided by 

taking care to moderately inflate tube 
before replacing in cover. 


Fig. 7—IUnstrating 

how the Security Bolt, 
by being pushed towards 
inside of tire before Fig. 8—Illustrating 
screwing down, allow the Tire properly 
cover and tube to fit Into Fitted, the security 
the correct position. The bolts in place, and 
ordinary security bolt inner tube snugly in 
has a canvas-covered its place, no nipping 
head which sometimes at any part. The tire 
causes air tube defects, when pumped up 
such as nipping and should be even all 
chafing. If bolts with the way round the 
moulded rubber heads be rim, and run truly 
used these defects are when the wheel is 
not likely to occur. rotated. 


Above illustrations show how 
to remove and attach a tire on 
a “one-piece” clincher rim. 


Fig. 1—The First Operation 
in removing a tire cover: After 
the lug bolt wing nuts have 
been slacked off, the edge of 
cover is pushed out of the rim 
and the tire levers inserted. 
Various forms of levers are ob¬ 
tainable, some being more con¬ 
venient to use than others. 
Most of the tire makers supply 
suitable levers for their tires. 


Fig. 2—Second Operation: 
The lever raising the cover over 
the edge of the rim. Special care 
must be taken not to pinch the 
air tube between rim and lever. 
This would result in damage to 
the tube, rendering it useless 
till repaired. Even if not cut 
through, the rubber would be 
so much weakened as to burst 
under the effect of air pressure 
>n some future occasion. 


Fig. 3—Third Operation: 
The hand is used in assist¬ 
ing the working of coyer 
down outside of the rim. 
the lever being in position 
between cover and rim. A 
new cover will generallv 
found stiff to manipulate 
with the hands for the first 
time, bnt soon becomes sup 
pie with use 


CHART NO. 23G-D—Removing and Replacing Inner Tubes. Removing and Replacing the Clincher 
Tire on the “one-piece” Clincher Rim. The “ one-piece ” plain clincher rim is now seldom 
used. 













































CORD TIRES. TIRE PROTECTORS. 


559 


The Cord Tire. 


The cori tire differs from the fabric tire pre¬ 
viously described in that instead of sea island 
cotton or other closely woven and interwoven fabric 
being used for the carcass of the tire, cords are 
used which are loosely woven and not interwoven. 

There are two kinds of cord tires, the “cable 
cord’’ and the “multiple cord.’’ 

The cable cord tire is known as the Silvertown 
cord tire and is a product of the Palmer Tire Co. 
of England made in a suburb of London called 
Silvertown. This tire is made in this country by 
the B. F. Goodrich Co., the Carlise, and Fiske. 



Cushion 

Stock 


Bead 


Inner Cord, 


Tread 


Fabric Breaker Strip Quter Cord 


Cush. 

Stock 


Gum 

Liner 


The multiple cord tire is made by the Firestone, 
Goodyear and some of the other tire manufacturers. 

The difference between the cable cord and the 
multiple cord tire is in the size of the cords and 
the number of plies of cords. In the cable cord 
tire there are two to four plies of heavy cable cords. 

In the multiple cord tire there are 6 to 8 layers 
or plies of smaller cords or threads. 


The inner lining of a tire is made of a rubber 
sheet, then the first or inner layer or ply of cable 
cord is laid and then two sheets of pure gum are 
applied to act as a cushion between this and the 
next ply of cord. The second or outer layer of 
cord is then applied at right angles or at angle of 
45 degrees to the first layer, then two layers of gum 
cushion stock, then a fabric breaker-strip, then the 
tread. 

The body or carcass of the tire as it will be 
noted, is made of two plies or layers of cords, in¬ 
stead of fabric. These cords are made of cotton 
fibre, about the size of heavy sewing cotton, 
twisted into cords about the size of ordinary grocery 
store twine, but stronger. These cords in turn 
are woven into cables. 

Throughout the process, all units are impreg¬ 
nated, under heavy pressure (hundreds of pounds 
to the square inch) with a solution of pure, fine 
rubber. This has much the same effect as waxing 
shoemaker’s thread. The solution permeates every 
fibre, being literally driven into it. 

Treads: There are two types of treads used on 
cord tires, the “ribbed tread’’ per fig. 8A, page 
550 and the “safety’’ or “non-skid’’ tread. 

The air pressure carried in the cord tire is 
slightly less than a fabric tire, for instance, 3%" 
size 50 lbs.; 4" size 60 lbs.; 4%" size 70 lbs.; 
5" size 75 lbs.; 5%" size 80 lbs. 

Cord tires are made in following sizes: *30x3%; 
*32x3%; *32x4; *33x4; *34x4; 32x4%; 33x4%; 
34x4%; 35x4%; 36x4%; 33x5; 35x5; 37x5. 

Beads of tires are made for Q. D. clincher and 
straight side rims where marked *, the other sizes 
are made for straight side rims. Only straight 
side bead tires will be made in the future. 


The cord tire is far stronger than the fabric tire, 
one principle reason being that the • cord tire is 
not so closely woven or interwoven as the fabric 
carcass tire and therefore not broken so easily, as 
with the fabric tire it is continually sawing itself 
as if it were being bent back and forth and even¬ 
tually breaks. Another advantage is that a cord tire 
is not subject to stone bruises as explained on page 
566, as the cords all run one way and are not inter¬ 
woven as fabric, and the result is they will give 
without breaking when tire strikes a stone at high 
speed, or in other words, the carcass will have same 
action as the tread—it will stretch under blow with¬ 
out breaking. 

For an example of the construction of the cord 

tire we will use the “cable cord’’ tire as an ex- 


A heavy truck tire of the cord type is made in 
36x6 size. The Firestone Co. make pneumatic 
cord tires for commercial use in 6, 7, 8 and 10 
inches cross section called “Giant Cord Tires.’’ 

Airplane tires of the cord type are made in 26x4 
and 32x4% sizes. 

The cord tire is a higher priced tire than the 
fabric tire but is the popular tire, as it will out¬ 
wear the fabric tire and is well worth the difference. 
This is due to its strong construction, yet is resilient 
and easy riding and cords do not break as readily 
as interwoven fabric. 

Cord tires can be made in the “molded” or 
“wrapped tread” method, per page 565. 


ample per fig. 1. 


Tire Protectors. 


There are two methods for making a tire punc¬ 
ture proof: 

The steel disc type of puncture proof tire fig. 4 
consists of three layers of %6" diameter steel discs 
about thick, imbedded in rubber between the 

fabric and tread of tire. The layers of discs are 
placed in such a manner that it is impossible for 
a nail to enter the tread of tire without striking a 
disc. This tire is called the Lee puncture proof tire. 

The leather lined puncture-proof tire consists of 
a special made tire on the inside of which is a 
puncture-proof strip of chrome leather which is in¬ 
tended to prevent punctures without stiffening the 



t thick ro i*> twao 
8BEAKIB ST HP 

vOSHIOM 

T«l«0 IMPEHITKABU WSC SH'OD 
StCONO IMKNCTRA8LE DISC S*'U0 
r.&V IMPINCTVA61C DISC S*ltU> 
CARCASS Of SU ISLANO fAAWC 
-PUfil RVBdtH noCtiOK BUMZJ 


Lee puncture i>roof tire. 



Fig. 5. 


tire. This tire is known as the Woodworth trouble- 
proof tire. 

Another example is the outer leather cover made 
of water-proof chrome leather studded on the tread 
surface with steel rivets. These covers completely en¬ 
close the tire and are attached to the rim, per fig. 5. 
The manufacturer claims they are particularly 
valuable to use over old tires or re-tread and 
strengthen them and also valuable to people who 
have to run over roads that are rough, rutty and 
rocky, and who travel at less than 25 miles per 
hour’. (Woodworth Mfg. Corpn., Niagara Falls, N. Y.) 

^Spring Covers. 

Fig. 6. Woodworth spring cover and lubricator 
laces over the spring, preventing any danger of 
moisture or dirt getting between the leaves. The 

cover is lined with a 
felt wicking which is 
saturated with oil 
.before the cover is 
l put on and will hold 
enough oil to lubri¬ 
cate the springs for 
10,000 miles. The 
smooth gliding effect 
is obtained which, is 
so noticeable in a 
Fig. 6. new car with per- 

f e c 11 y lubricated 
springs. - (Woodworth 
Corpn., Niagara Falls, N. Y.) 



CHART NO. 23 G-E—The Cord Tire. Tire Protectors. Spring Lubricator. 

*See advertisement in back of book. 























660 


DYKE’S INSTRUCTION NUMBER FORTY-ONE. 


"WIRE 



Fig. 1.—Side wire solid 
tire. The original automobile 
tire, now used on light 
trucks, trailers, cabs, horse- 
drawn vehicles, etc. 


Fig. 3.—The hard base tire on 

removable rim. 



Fig. 2.—The hard base 
pressed-on type of solid tire. 




Fig. 7.—Firestone dual pneumatic 
tires on quick-detachable rims used on 
heavy cars of high speed. 


Fig. 4. — The Firestone 
“Giant” solid tire designed 
especially for heavy hauling. 
Made in 8 in. 10 in., 12 in. and 
14 in. width treads. It replaces 
dual equipment for certain 
classes of heavy service. The 
tread is grooved. 


ALL I LINKS 



Fig. 11.—Goodyear dual 
demountable solid tire. 


pig. 5.—Firestone clincher cushion tire 
interchangeable with pneumatic tires on 
regular clincher rims. 


Solid Tires. 

** Solid tires are used prin¬ 
cipally on trucks and elec¬ 
tric vehicles, and are di¬ 
vided into two classes, as 
follows: single and dual. 

The single solid tire is 
fitted on different types of 
rims. On one type the 
tire is pressed on to the 
rim as in fig. 2—in another 
the rim is of the quick-de¬ 
tachable type (fig. 3), and 
in another the rim and tire 
is demountable. 

The dual tire is divided 

into two classes; the block 
type and solid. The block 
type is made up of sections. 
If one becomes damaged 
it can be re-placed. 

The solid cushion tires 

are used extensively on elec¬ 
tric vehicles. 


Size of Solid Tires to Use. 



roun TQ A 




SINGLE 

TWIN 


Extreme 


Extreme 

Size 

Load per 

Size 

Load per 

Inches 

Wheel 

Inches 

Wheel 


Pounds 


Pounds 

2 

500 



2* 

750 

2* 

1900 

3 

950 

3 

2500 

3* 

1375 

3* 

3500 

4 

1750 

4 

5000 

5 

2000 

5 

6000 

6 

3000 

6 

8000 

7 

4000 







SecT'QN thqqugh a A. 


—- BOlT WITH 
° CHEC* NOT 

Either twisted links or straight link chains 
may be used on solid tires as shown. Should be 
applied at 4 points on euch rear wheel. They 
should be removed when not required. Illus¬ 
tration, below to left, is where clearance will not 
allow chain on inside tire (Gen’l Vehicle Co.). 



Woodworth chain grip, 
for truck tires. 


Chains for Solid Tires. 

Chains are essential for grip¬ 
ping the road, snow, ice, etc. 
Several methods of applying 
chains and grips are shown on 
this page. The Woodworth Co., 
Niagara Falls, N. Y. manufac¬ 
ture a good chain grip for 
solid tires as shown below. 


♦Solid Tire 
Repairing. 

The solid tire can¬ 
not be successfully 
vulcanized. There¬ 
fore the only re¬ 
course is to run the 
tire as long as pos¬ 
sible. The solid tire 
business of applying 
tires and rims is a 
profitable business. 


CHART NO. 23G-F—Solid Tires. Chains or Grips for Solid Tires. 

♦Solid Tire Troubles are mostly in cuts and bruises which soon causes to wear rapidly—due to—driving in car 
tracks; neglected cuts; chains too tight; out of alignment; skidding; overloading; speeding and bad roads If 
chains are used—have them loose. **See also, page 589. See page 555 for Pneumatic Truck Tires. 


















































































































































561 


TRUCK AND TRACTOR TIRES. 



Fig. 5—Special wedge 
shaped and round cast iron 
plugs: The illustration 

above shows an Avery cast 
steel rim wheel with wedge 
shaped and round cast iron 
plugs in place of the regu¬ 
lar hardwood plugs. In 
this case the two styles of 
iron plugs are placed alter¬ 
nately. They can be used 

in any manner desired. The wedge-shaped plugs 
are particularly useful and a few of them placed 
in a wheel enables it to travel over much softer 
or muddier roads than otherwise. 


Fig. 4—Wood plug 
extension rims are 
made in either a 
one or two row 
wood plug extension 
rim,, The single row 
rim increases the 
width of the wheel 
to 9 inches and the 
double row to 12 
lnctieB. 



Fig. 3—Flat steel extension rims with 
heart shaped lugs: The 6 inch pair of. 
these rims placed on the rear wheels in¬ 
creases the face of each wheel to 12 
inches; the 12 inch pair increases the 
face to 18 inches. 



Fig. 6—For coupling on wagons or other machinery to a 
truck—this coupling is automatic. 


Fig. 2—Automatic paddle wheel extension rims: Automatic 
in action. They consist of two wrought iron bars between 
which are heavy cast lugs 8 inches in width. These lugs are 
mounted on pivots, and the points are held below the surface 
of the wheel rim by means of springs. When the wheels 
travel over muddy roads or soft ground and sink so that the 
points of the lugs touch the ground, the revolution of the 
wheels causes the lugs to be extended vertically 4*4 inches 
above the surface of the wheels, forming a solid bearing sur¬ 
face against which to push. They are drawn back by springs 
and go out of action when not needed, and automatically go 
into action the moment they are required. The lugs can be 
fastened permanently in an extended position if desired. 



Fig. 2. 


CHART NO. 23(i-G—Tires and Wheels for Heavy Duty Truck and Tractor Work. A Coupling. 





















































662 


DYKE’S INSTRUCTION NUMBER FORTY-ONE. 


I 



Fig. 3—Showing a 
compound air pumft 
with an air pressure 
gauge attached. The 
gauge shows the 
amount of air pres- 
sure in lbs. per 
square inch. 



Fig. 1—Two types 
of hand air pump*. 



Fig. 4. 


Hand and Foot Air Pumps. 

Fig. 4—A compound hand air pump principle is the same 
as that employed in a power pump, that is the air i* sucked 
in from atmosphere into large cylinder at (H), compressed by 
• the down stroke of the handle and at the same time it i* 
forced into the smaller cylinder at (P). The up stroke 
of the pump forces the air from smaller cylinder into the 
tire through check valve and hose (CV) and large cylinder 
sucks in another charge. While the air admitted into the 
large cylinder is receiving its first compression, it is forced 
through passage (P) (connecting the two cylnders) and up 
past cup leather (B) into the upper portion of the smaller 
cylinder. The cup leathers (A) and (B) are fitted to their 
pistons in opposite positions, that is, the leather (A) is put 
in with its open side downward and leather (B) has its open 
side upwards. If both leathers are put in the same way, 
the pump will not work. A pump of this kind differs from a 
single sylinder pump, in that each stroke is a power stroke, 
whilst in a single cylinder pump only the down stroke* are 
power strokes. Keep leather packing washer (around piston 
rod of small cylinder) tight, otherwise the air will blow 
through here instead of going into the tire. 

Every up stroke of piston (B) forces into tire an amount 
of air equal to the volume of the large cylinder at atmos¬ 
pheric pressure. 

The same principle applies for using a two-cylinder or 
compound tire pump instead of a single-cylinder one, as ap¬ 
plies in the use of a two-cylinder or compound steam engine. 


There is also another type of compound hand pump on the market which 
differs with the above, in that it is double acting as well as compound—both 
pistons working in both directions of stroke. While the air is receiving its 
first compression, it is lead through a by-pass to upper portion of small cylinder 
instead of the lower. The hose connection is at the bottom instead of at the top. 





Fig. 6—The spark 
plug or impulse pump, 
as it is sometimes called, 
is of the type which 
screws into a spark plug 
hole and operates through 
the compression of the 
engine. 


1— Inlet valve disc. 

2— Inlet valve body. 

3— Upper piston. 

4— Upper piston nut. 

6— Piston rod. 

7— Stuffing box. 

8— Rod packing. 

. 9—Rod packing nut. 

12— Ball check valves. 

13— Upper piston pin. 

14— Check valve spring. 

15— Upper cylinder shell. 

16— Lower piston. 

18— Piston cup leather. 

19— Piston rings. 

21— Outlet valve. 

22— Outlet valve spring. 

23— Outlet valve cap. 

24— Cylinder base. 

25— Lower cylinder shell. 

26— Inlet valve seat. 


The Spark Plug or Impulse Pump. 

Fig. 5—This pump has the appearance of a compound pump, due to the 
large and small cylinders, but they are built thus to make it possible to pump 
the high pressures necessary for large tires, and at the same time not have 
any too good compression in the engine cylinder. The lower piston with its 
large area, receives its impulse from the compression in engine cylinder, and 
transmits it to the upper piston through the medium of the hollow piston rod, 
to which both pump pistons are attached. 

Action—as the engine piston makes its suction stroke, it draws fresh air 
through valve (1) which opens inwardly, and at the same time, both pump pis¬ 
tons make their downward stroke. You will note that piston rod (6) is hollow, 
this is the air passage to upper cylinder through ball check (12). As the 
engine piston makes its compression stroke, it forces its charge of compressed 
air into the upper cylinder and against lower piston of pump and causes it to 
make an upward stroke, this piston being so much larger than the upper 
piston, the charge is further compressed and sent through outlet valve (21), 
at the top, thence through hose to tires or tank. 

These pumps are very often spoken of, as compound pumps, due to the 
fact that the air pressure is raised in two stages,, but don’t forget that the 
first stage is performed in the engine cylinder and not in the pump cylinder. 
It is a single stage pump, capable of raising the pressure from 50 or 60 lbs. 
in engine cylinder, to 100 lbs. or more in tire or tank. 

It is advisable to let the pump make a few strokes, before attaching hose 
to tire valve. 


Power Driven Tire Air Compressor. 



when through pumping tires, 
illustration the inlet of air is taken in through 
ton, from crank case of pump, when piston travels down, 
and forced out the “outlet valve’’ as piston travels up 


Illustration is of the compressor used 
on Cadillac car. It is bolted to left side 
transmission case and driven by a sliding 
gear which meshes with reverse idler gear 
in transmission. The sliding gear is 
thrown in when needed and out when not 
needed, by a lever. 

To operate; stop engine, wait until 
transmission gears are idle, then shift 
gear of compressor in mesh with the re¬ 
verse idler gear. Then start engine, 
being sure gear shift lever is in neutral 
position. 

Run engine at speed of 900 to 1100 
revolutions per minute. This is indicated 
by ammeter showing 16 or 18 amperes, 
if third brush is properly regulated on 
generator. Do not race engine when in¬ 
flating tires. Throw gear out of mesh 
Lubricate compressor often. By observing 
inlet valve’’ in top of pi*- 
It is compressed 


CHART NO. 237 —Air Pumps: Hand and Power Types. 




































































































































663 


MISCELLANEOUS DEVICES. 



Fig. 8—Wissler friction drive air pump— 

T—tire; GP—grooved pulley on pump con¬ 
necting rod; K—bracket bolting pump to 
running board; A—air intake; P— piston; 
C—adjustment of tension of GP to T. The 
rear wheel is jacked up—engine run on low or 
reverse gear. (Wissler Inst. Co., St. Louis.) 



HOSE TO 
TIRE N 


Air pump on engine 


fcOVUGAGo A 
KCu SA. 


EDELMANN 
AIR —CHUCK 


For air lines a special heavy 
connection for the air hose is nec¬ 
essary. For placing over tire 
valve for inflating tires Made 
to fit 5 18 and M inch hose. 

Two types of connection arc «Lown. 


Illustrating how 
the connection from 
air pump (driven 
from engine spark 
plug or friction 
pump) to tire is 
nade. The air hose 
is detachable and 
usually carried under 
the seat. 

Figs. 1 and 2 illus¬ 
trate large hose 
couplings for garage 
use. 






Repairing Shoe With the Wcstinghou* 
Tire Vulcanizer 


Cleaning Car With a Motor-Driven vacuum Cleaner 


PORTABLE 

MOTOR DRIVEN COMPRESSOR 


COMPRESSOR 

Portable 
Electric Drib 


Air Compressors. 

*A portable air compressor 
outfit is here shown; and can 
be moved to different parts of 
the garage. 

The attachment . plug is 
screwed into a lamp socket 
which operates the electric 
motor. This operates the air 
compressor which stores air 
into the tank. The advantages 
are apparent. 

Compressed air for cleaning 

the upholstering is used in 
many up-to-date garages and 
with special connections and a 
vacuum tank the work is ren¬ 
dered easy and done quickly. 

♦Other electric equipments 
for the shop are; electric vul- 
canizers, portable electric drills, 
portable grinding and polishing 
lathes. 

Air hose for compressed air 
garage work must be heavy and 
comes in 6 ply. Size *4 inch 
(inside measurement). 

For hand and portable pumps. 
3/16 inch, 3 ply; 3/16, 5 ply. 


**How to Determine Speed and Size Pulley to 
Use for Driving Air Compressors. 


The speeds at which air compressors should op¬ 
erate is of importance and is determined by the 
sizes of pulleys. It should be remembered that 
the larger the driving pulley, the faster the com¬ 
pressor, (having a given size pulley) will be drives 
and vice versa. We give here the method of de¬ 
termining the pulley sizes and speeds under differ¬ 
ent conditions: 

When compressor is driven direct from electric 
motor a 3 in. pulley should be used on the motor 
to keep the pulley on the compressor as small as 
possible. To determine the size of compressor pul¬ 
ley multiply the speed of the motor by the diame¬ 
ter of motor pulley and divide the result by the 
number of revolutions of the compressor: 

Example—what size compressor pulley is re¬ 
quired to drive an air compressor at 340 r. p. m. 
direct from an electric motor having a 3 inch pul¬ 
ley and running at 1700 r. p. m. 1700X3 = 5100 
-1-340 = 15 inch pulley on compressor. 

When it is desired to drive a compressor from 
a motor by means of a countershaft; to ascertain the 
size of countershaft pulleys, multiply the speed of the 
motor by the diameter of its pulley and divide by 
the desired speed of the countershaft, this gives 
the size of the driven pulley on the countershaft. 
Then multiply the recommended speed of the com¬ 
pressor by the diameter of its pulley and divide the 
result by the speed of the countershaft for the size 
of its driving pulley. 


Example—It is desired to drive an air compres¬ 
sor, having a 9 inch pulley, at 350 r. p. m. by a 
motor having a 3 in. pulley and a speed of 1700 
r. p. m. The compressor cannot be driven direct 
from the motor and a countershaft must be used. 
What size pulleys must the countershaft have? 

1700X3 = 5100-1-425 (speed of countershaft) = 
12 in. Size of driving pulley. 350X9 = 3150 
-1-425 (speed of countershaft) = 7.4 in. The near¬ 
est commercial pulley is 8 in. Therefore an 8 
in. driving pulley is used on countershaft. 

When countershaft runs the same speed as com¬ 
pressor, then the pulley on compressor and drive 
pulley on countershaft, must be the same diameter, 
irrespective of what that diameter is, any where 
from 3 inches to 3 feet. 

When an air compressor Is driven from a line 
shaft without a countershaft and the size of driv¬ 
ing pulley is required, multiply the speed of the 
compressor by the diameter of its pulley and di¬ 
vide by the speed of the line shaft. 

Example—an air compressor having a 9 in. 
pulley is to be driven at 350 r. p. m. from a line 
of shafting having a speed of 450 r. p. m. What 
size pulley must be used on the line shaft? 350 X 
9 = 31504-450 = 7 in. Size of driving pulley on 
line shaft, (see also page 617.) 


CHART NO. 237-A—Various Uses of Air Compressors. How to Determine Size of Pulley to Use 
for Driving Air Compressors. Many Uses of Electric Current in Shop and Garage. 

* Write Brunner Mfg. Co., Utica, N. Y. for catalog of portable and other types of Air Compressors. **See 
also page 617. 






























































































5C4 


DYKE’S INSTRUCTION NUMBER FORTY-ONE. 




**Power Air Compressors For Shop Use. 

Belt Driven Garage Outfit No. 2. 

For garages housing 15 to 20 cars and 
for vulcanizing shops. 

1—No. 100 belt driven compressor, 8" T. 

& L. Pulleys*.$ 18.00 

1—20 Gal. 14" x 30" Galvanized Air Tank 11.00 

1—Model “B” Air Gauge. 2.00 

1—No. 75 Vertical Check Valve. 1.25 

1—No. 72 Safety Valve for Air Tank. 2.00 

l—No. 83—%" Needle Valve. 1.25 

1—No. 83—%" Needle Valve. 1.25 

1—No. 82—%" Needle Valve with Swivel. 1.50 

1—Tire connection and 25' hose. 5.00 


Belt driven 
comp r e s s o r 
shown above. 

Electric 
motor driven 

below. 


$ 43.25 

Electric Motor Driven Garage Outfit No. 7. 
For garages housing 20 to 25 cars and for 
vulcanizing shops. 

1—No. 41 Motor Driven Compressor, 110 or 

220 V. 60 Oy. A. C.$ 95.00 

1—24 Gal. 14" x 36" Galvanized Air Tank 12.00 

1—Model “B” Air Gauge. 2.00 

1—No. 75 Vertical Check Valve. 1.25 

72 Safety Calve for Air Tank. 2.00 

83— Yi" Needle Valve . 1.25 

83—%" Needle Valve . 1.25 

Needle Valve with Swivel Connection 1.50 

. 5.00 


1—No. 

1—No. 

1—No. 

1 —%" 

1—Tire connection and 25' hose. 


Tanks at pressure given, 


Size Tank To Use. 
will inflate 35x4% tires 


Tank 

Size 

200 lbs. 

180 lbs. 

160 lbs. 

140 lbs. 

20 gal. 

14x30 

4 Tires 

3 Tires 

2 Tires 

1% Tires 

32 

16x36 

6 “ 

5 “ 

4 “ 

3 

40 “ ' 

16x48 

9 “ 

8 '* 

6 “ 

4 

50 “ 

16x60 

12 “ 

10 “ 

8 “ 

6 

65 “ 

18x60 

15 “ 

13 “ 

10 “ 

8 

80 “ 

18x72 

19 “ 

17 “ 

13 “ 

10 


$121.25 

to 85 lbs. as 
shown in 
table. 

After inflating 
tires of this 
size, each will 
have from 89 
to 90 lbs. left, 
with which to 
inflate several 
smaller tires. 


Construction of a Fabric Tire. 

The carcass, which is the strength of the tire, is built up by placing several layers (4 to 7) of closely 
woven cotton fabric on a mandrel or core shaped like the inside of tire. The carcass is dependent upon 
the tread, cushion and breaker for protection. 

Cotton fabric is used because it is flexible, easily permeated with rubber and best resists heat. If too 
many layers of fabric were used, it would thicken the carcass, causing it to be stiff, less flexible and inside 
plies would break easily and heat would be difficult to expel. Heat has a tendency to loosen the “fric- 
tioning” between the fabric plies. 

The tire assembly is as follows: (1) One layer or ply of fabric is placed over core. 

(2) Bead is formed by placing the lower edge of fabric around the bead form; hard rubber is used to 
form bead of a clincher tire and small wires for straight side tires. 

(3) Other layers or plies of fabric are placed, one over the other, but before doing so, rubber is infused by 

pressure, into and between each layer or ply of fabric which impregnates the fabric thoroughly; thi* 
is called “frictioning.’’ (4) A cushion of Vs” soft gum rubber is placed over the fabric carcass. 



Tread 


Cushion 

Stock 


Carcass 
4 to 7 Plies 
Fabric 


Bead 


Side 

Wall 


(5) Breaker-strip is then placed over the cushion. It is 
made of coarse loose woven fabric and it serves to ward off 
attacks of sharp objects that may penetrate the tread. When 
a tire wears through the tread, the “breaker” is exposed. 

(6) A chaffing strip, consisting of a strip of fabric about 2" 
wide, is applied to edge of and above bead. 

(7) Then the side walls, made of thin tough rubber (made thin 
to expel heat) is applied. 

(8) The tread, made of thick tough rubber is applied last. 

(9) Then tire on forming core, is placed in an iron mold divided 
into halves (see fig. 28). The part U, of this mold is 
placed over the part L, covering tire and fastened. 

(10) The mold with tire is then placed in a cylindrical tank or 
kettle, or hydraulic press vulcanizer and open cured.*** 

(11) Live steam is turned into this tank at a pressure of 60 to 
60 lbs., which corresponds 
to about 300° P. This 
tank holds from 25 to 30 
tires. 

(12) After curing, tire is placed 
in storage to “after cure.” 



CHART NO. 237-B—Power Driven Air Compressor Outfits for Shop Use—see pages 563 and 617- 
how to figure size pulley to use to drive compressor. Construction of a Fabric Tire. 


*One tight and one loose pulley. **Above Air Compressor Outfits mfgd. by Brunner Mfg. Co., Utica., N. Y., 
write for catalogue. Prices quoted above not guaranteed. Subject to market conditions. 

***Cured, means vulcanizing; open cured, is process where live steam comes in contact with the raw rubber; dry 
cure, is where steam is not in direct contact; uncured, is raw unvulcanized rubber. 






























































































































































































565 


INSTRUCTION No. 42. 

TIRE REPAIRING: Construction. Tire Troubles; cause and 
remedy. Inner Tube Troubles; cause and remedy. Care of 
Tires. Vulcanizing Methods. Address of Tire Manufacturers. 


Construction of 

There are two kinds of pneumatic tire 
constructions: the ‘ ‘fabric/ ’ and the 
“cord” construction. 

In the fabric construction the carcass is 
made of closely woven, and interwoven cot¬ 
ton fabric, see page 5 64, fig. 12. 

In the cord construction, the carcass is 

made of loosely woven cords and not inter¬ 
woven, see page 559. 

The fabric carcass type of tire can be 
constructed by two methods; the “full- 
molded” method and the “wrapped” 
method. 

The full molded method is constructed as 
explained on page 5 64. It is built up on 
an iron core or mandrel and is then placed 
in a mold (fig. 28), which in turn is placed 
in a hydraulic press vulcanizer, the object 
of the press being to close the halves, L and 
U of the molds tightly. With a full mold¬ 
ed type tire, the entire construction is cured 
or vulcanized complete at one operation. 

With the wrapped tread method, the fab¬ 
ric carcass, side walls, cushion and breaker- 
strip are formed or built up in the same 
manner as a molded tire, but is semi-cured 
(half cured) in this mold. After this semi¬ 
cure operation it is removed from the molds 
(fig. 28), and the part where tread goes is 
buffed off and cemented with several coats 
of high grade vulcanizing cement. A semi- 
cured tread is then treated with several 
coats of vulcanizing cement and allowed to 
dry, after which tread is applied to carcass 

**Care 

Proper inflation. Keep tires inflated to pressure 
recommended by the maker. Nothing ruins a tire 
so quickly as running it so soft that the canvas 
continually bends. It is almost impossible to over¬ 
inflate a tire with a hand pump. 

Running a flat tire, even a short distance, is 
sure to be costly. Better run on the rim, very 
•lowly and carefully, if imperatively neeessary, 
and the distance is short. 

« 

Keep grease and oil away from your tires and 
tubes always. They destroy rubber. 

Speedy deflation demands instant attention. 
Carry an extra casing and inner tube. 

Don’t let weight rest on deflated tires even over 
night. 

Equalizing traction: It is important that tires 
of the same diameter he used on the rear wheels. 
Furthermore, special treads and chains should be 
used in pairs. If there is a variation in the diame¬ 
ter of the rear tires or in the traction of the 
wheels, the differential is caused to work when¬ 
ever the car is in motion. In this way, consid¬ 
erable power is lost and the differential parts are 
unnecessarily worn. 


Pneumatic Tires 

and rolled down under pressure to remove 
all air. 

An air bag is then placed inside of the 
tire and entire tire is wrapped tightly with 
canvas cloth strips about 2 in. wide, then 
instead of putting back in the mold (fig. 
28), where it was semi-cured, it is placed 
in a horizontal vulcanizer (large kettle) and 
the final cure (vulcanize) with live steam 
is given, after which the tire is left stand¬ 
ing until cooled and then canvas strips are 
removed and tire is then laid away for a 
few weeks to “after cure.” 

A wrapped tread tire can always be distin¬ 
guished by the slightly roughened surface, which 
is the impression from the cloth wrapping. 

The advantage of the wrapped tread construc¬ 
tion is the possibility of detecting if there are 
defects in the tire, as pinches or buckles, which 
can be determined before tread is applied, which 
enables the manufacturer to turn out a perfect tire. 
This type of tire is more expensive to manu¬ 
facture. 

The rubber used in making the tread and cush¬ 
ion stock of a tire consists of a gummy substance 
obtained from the milky juice of certain tropical 
trees, mixed with sulphur to tend to harden it 
and give it strength. When heated, it changes 
from a sticky mass resembling chewing gum, to 
the elastic form in which we see it in a com¬ 
pleted tire. 

The best rubber is called Para, which comes 
from the city of Para, near the mouth of the 
Amazon river. Other good rubber comes from 
Africa, India, Ceylon, So. America. 

The white dust often seen on rubber goods is 
called “bloom” and is due to the sulphur in the 
rubber not chemically combined with it. Old 
tires in stock a long time accumulate considerable 
bloom and get hard. 

of Tires. 

♦Alignment of wheels: It is very important 
that the wheels are in alignment, if out of line, 
the tire treads will wear, in a very short while. 
As usual in this case, the tire manufacturer will 
not guarantee or rebate, on a tire tread ruined by 
wheels being out of line—see “alignment of the 
wheels being out of line—see page 683. 

Side skidding and rounding corners rapidly 
will cause rim cutting. Avoid running in car 
tracks. 

Setting brakes suddenly causing the tire to drag, 
causes loose treads, worn treads and damages tire. 
Always set brakes gradually—see pages 506 and 
495. 

Do not drive in the ruts or bump the side of 
the tires against the curbing or pavements, and 
don’t start your machine with a jump. 

If one of your tires sustains a cut to the ex¬ 
tent of exposing the fabric, an emergency band or 
patcli should be applied at once. 

Keep an odometer record of the mileage of 
each tire. You will find that you are getting bet¬ 
ter mileage than you would otherwise imagine. 

Keep rims in good order, straight and true. 
Rust is destructive. Paint preserves. 


♦Wheels running over a fraction of an inch out of alignment cause a grinding wear on the rubber 
Front wheels suffer most. 

**A useful and valuable booklet “Care and Repair of Tires,” issued by The Firestone Tire Co. 
Akron, Ohio, will be sent free on request, by writing this firm. A good deal of beneficial informa 
tion is contained therein, also write B. F. Goodrich Co., Akron, Ohio. 

A book well worth the price of $1.50 on Tire Repairing and Vulcanizing can be had of A. L. Dyke, 
Pub., Granite Bldg., St. Louis, Mo. 


566 DYKE’S INSTRUCTION NUMBER FORTY-TWO. 


The rims, if rusted,, should be thoroughly 
cleaned and sandpapered, then painted with liquid 
graphite (common stove polish will answer). 
Also apply to bead of tire. 

Inner tubes. Carry them in the coolest part of 
the car away from oil cans, and tools. The best 
protection, is a soft bag, well dusted with soap¬ 
stone, in which the carefully folded tubes are put. 
See chart 238—how to fold an inner tube. 

Unless some pressure is retained however, the 
tube will have a tendency to cracE when again 
inflated, if left folded for a long time. 

Before “stabling” your car at night examine 
your tires and remove small pieces of glass, little 
nails, etc., that may have become lodged in the 
rubber. Next day they are apt to work their 


way through and cause a puncture. 

Spare tires should be kept in a place where 
they are not subjected to light, heat, or rapid 
changes in temperature. 

Nothing will wear a tire faster than sudden 
locking of the rear wheels with the brakes and 

turning corners at considerable speed. Use your 
brakes with judgment and turn corners slowly. 

Never allow a tire to wear until the canvas 
fabric becomes injured, because the wall of the 
tire is apt to become too thin to prevent the 
pressure of the inner tube from bursting through 
the weak portion. Remember that the strength 
of the tire is in the fabric. The rubber is merely 
a binder which unites the various layers of fabric 
and forms a covering over the whole. 


Tire Troubles; Causes and Remedy. 


Some of the tire troubles are; stone- 
bruises, loose treads, sand-blisters, worn- 

treads, chaffed tires, rim-cuts, punctures, 

cuts clear through carcass, blow-outs. 

Stone bruises are caused by tire striking 
a stone at a high rate of speed resulting 

in one are all layers of 
fabric breaking, yet tread 
may not even be cut. 

Inner tube works into 
this, break and a blow¬ 

out, per fig. 4, page 567, 
results. Tires have been 
known to blow-out while 
standing in the garage 
due to stone bruise. Ex¬ 
amine tires when off rim 
and feel of the fabric, 
inch by inch for a weak 
spot, or if break is clear 
through, ytfu can see it, per fig. 5. 

A temporary repair can be made by using “in¬ 
ner” and- “outer” shoes, per page 568, but it 
is advisable to repair as per page 575, as a blow¬ 
out may occur even with this “inner shoe” cov¬ 
ering the weak spot. 

The cord tire is not subject to stone 
bruises because the cords are not inter¬ 
woven, or cross woven like a fabric tire and 
instead of breaking, they give. 


Loose treads can be repaired, unless the tread 
is loose about 1/3 of the way, in this instance a 
new tread must be applied—providing the fabric 
carcass is not cut—if so, repair it first—and pro¬ 
viding layers or plies of fabric in the carcass are 
solid and are not separated. 

The molded type of tire is more subject to 
loose treads than the wrapped tread construction. 

Worn treads in center, or slightly to the 
side of tire, usually result from driving 
in street car tracks, wheels being out of 
line (usually on the front), due to steering 
knuckles bent or steering apparatus out of 
order. See page 683. 

Chaffed tires, usually worn on the side, 
result from driving close to curbstones, in 
street car tracks, ruts, etc. This permits 
water to rot the fabric. Repair by re¬ 
building the side walls and vulcanize. 

Rim cuts are due to running tire flat 
after h puncture, or running on the rim 
which damages the curve in rim and which 
cuts the tire at the rim just above the 
bead. Improper inflation is also a common 
cause, this permits the edge of the rim to 
cut the bead when deflated tire receives a 
heavy jar. Rim cuts can be repaired if cut 
in only two or three short places, but if 
cut at sections all around tire, then it can¬ 
not be repaired. 




Sand-blisters are caused by a small hole 
or cut in tread through which sand and dirt 
work under the tire causing it to pucker up 
and will result in a loose tread if not closed 
up. The hole through which the sand 
worked into and under tread may be several 
inches away. Close it up with a plastic 
substance called “tire dough ’’ or vulcanize 
it. See page 570; “sand-blister repair .” 

Loose treads result from running a tire 
not properly inflated, or from moisture get¬ 
ting under tread through a cut in the tread, 
or from a defect in the tire where the rub¬ 
ber compound is poor and does not adhere, 
and from setting brakes suddenly, see page 
565. 


Punctures through tread and carcass, if 

small, will not cause damage to carcass but 
the tread should be closed by vulcanizing 
with the small vulcanizer while tire is in¬ 
flated on car, or some kind of plastic mate¬ 
rial as “tire dough” stuffed into it to keep 
water and sand out. 

Where tires are cut through the carcass, 
this can be repaired if cut does not extend 
too long and the plies of fabric are not 
separated. It is repaired the same "hs a 
blow-out repair, page 575. 

Retreading. 

Retreading: It is no easy matter to form a 
correct judgment about any tire with regard to 
retreading. In some instances a tire case may ap¬ 
pear to be sound and yet prove to have stone 
bruises in the carcass on inside examination, or 
the layers of fabric may be separated from each 
other. On the other hand, there are undoubtedly 
covers condemned because of local damages, which 
properly examined, would be worth retreading. 

The age of the tire and condition of fabric and 
cost of retread will determine if worth while to 
retread. The strength of the tire is in the carcass. 
The rubber tread is merely a protection. 

Therefore the condition of the carcass must be 
determined when deciding as to retreading. 
There are three conditions to note; (1)—is the 
carcass badly cut in several places—if so, don’t 
retread or repair; (2)—are all the layers of fabric 
of carcass together and not separated; sometimes 
these fabric layers separate and pucker up due 
to improper adhesion in manufacture, or water 
getting under tread and into the carcass; (3) — 
is tire rim cut badly.' 















TIRE REPAIRING. 


567 


Blow-Outs. 


Greatest tire trouble—blow outs. A blow 
out is simply a hole blown through the car- 


Fig. 4—When a blow Fig. 5—The tire is 

out occurs it always made thin here for a 

leaves a weak spot. purpose. 

cass or fabric. There are two classes of 
blow outs; those occurring near the rim and 
those in the tread or on the side. 

We will designate the first mentioned as 
a ‘‘rim blow out,” and the latter as a 
‘‘tread blow out.” Wherever a blow out 
occurs, that spot always remains weak, be¬ 
cause the fabric can never be joined again, 
but can be repaired, see page 566. 

Cause of rim blow outs: A tire is made 
thin at the point shown in the illustration 
(fig. 5), near the rim, for a purpose. Very 
nearly all the “bend” and “give” is at 
this point. If it was made thick and heavy, 
it would break; therefore, it must be thin 
and flexible. 

If you were to take a wire and bend it quick 
and often it would get hot and break—same with 
this bending point of the tire near the bead— 
especially if the tire is not properly inflated. 

Cause of inside breaks in fabric are due 
to stone-bruises and running tire improp¬ 
erly inflated—see page 566. 

If you were to take a deck of cards and tiend 
them back and forth, it would be noticed that the 
bottom cards would receive most of the sawing 
strain—just so with the several plies of fabric 
when tire is not properly inflated. 


Therefore keep tire inflated and many 
of the tire troubles will be avoided. 

A tire may look sufficiently inflated and yet 
have only 40 pounds of air in it, when it should 
Bare seventy. No amount of kicking, feeling or 
looking will tell; the only sure way to tell is 
to have a reliable air gauge—see fig. 14, page 568. 

Cause of tread blow outs are due to cuts 
on tread and stone-bruises. Cuts and jabs 
ou the tread of tires permit dampness, oil 
or dust to get between the rubber and the 
fabric, which soon rots and weakens it. 

Inasmuch as the fabric must sustain the 
air pressure, a weak place in the fabric 
is enlarged by the pressure and a blow out 
is the result—and once a blow out occurs, 
it can never be repaired so that it will be 
strong as it was at first. 

Therefore repair cuts in the tread and 
examine tires for internal fabric cuts caused 
by stone-bruises, when tire is off wheel. 

External cuts in the tread can be vulcan¬ 
ized while inflated and on wheel—with the 
small vulcanizer shown on pages 570, 573. 

A temporary repair of a blow out or an 
internal fabric cut, or weak places in the 
carcass can be temporarily protected by in¬ 
serting an' inner shoe between inner tube 
and carcass and an outer-shoe over the 
tread, per fig. 11 and 9, page 568. The 
defect should be repaired as soon as pos¬ 
sible however, as a cut in the -fabric will 
soon work larger and cause a blow out from 
rim to rim. 

*How to get additional mileage or serv¬ 
ice out of old tires: Very near every motor¬ 
ist has one or more old tires which is of 
no use. Many will be interested in know¬ 
ing that these old tires can be made serv¬ 
iceable again by placing inner shoes inside 
of the tire, covering the weak spots or holes 
and then placing reliners inside of the tire 
over those reinforced places (see fig. 17, 
page 568). 




**Inner Tube Repairs—Causes of Trouble. 


Punctures may result from a puncture 
through tire from outside, or it may result 
from rough places inside of case, as soap¬ 
stone balls, etc.— (see page 569), or from 
tube being pinched. 

Tube pinching. Referring to the most 
common causes of damage to inner tubes, 
attention is called to the manner in which 
many tubes are pinched beneath the bead 
of tire or beneath the staybolts—(see fig. 
1, page 5 68, also “stone-bruises,” page 
666 ). 

The valve may leak. It sometimes hap¬ 
pens that a tire becomes deflated because 
of a leaking valve, and the condition may 


easily be supposed to be due to a puncture. 

If no visible sign that the tire has been 
penetrated is discovered, put a few drops 
of water in the valve stem. Bubbles will 
indicate a leak, or the valve can be tested 
as shown in fig. 3, page 568. 

If such is the case, the yalve parts should 
be tightened with the notched cap (B) of 
the valve stem inserted in the valve and 
used as a wrench. (See fig. 2, page 568). 

If this does not remedy the trouble, en¬ 
tire new valve parts (A) page 550 should 
be put in place. Every repair kit is sup¬ 
plied with them and they should be kept in 
the kit constantly, as well as caps (B). 


Method of Repairing Inner Tube. 


In this case the inner tube is supposed 
to bo punctured, but the casing practically 
uninjured, as in the case of puncture by a 
nail or tack. 

First of all, satisfy yourself that the tack 
or nail is not sticking in the casing, for 

*Reliners should never be placed in new tires, 
only for old tires ready to throw away or where 
prices usually charged for inner tube repair work 


if it is, your repaired tube will be punc¬ 
tured again before you have gone 1,000 
feet. Having done this, the inner tube 
may be removed (wholly or in part, as may 
be necessary) and either repaired or re¬ 
placed. 

They are detrimental to tire and tube and are used 
additional mileage is desired. **See page 574 for 




568 


DYKE’S INSTRUCTION NUMBER FORTY-TWO. 




Fig. 11—Inner shoe, to go on inside of 
tire to protect fabric cuts, breaks or weak 
places due to small blow outs or stone- 
bruises or rough spots and also a pro¬ 
tection to rim cuts. Made of 3-ply fabric 
with wings, to go under the rim. 



Fig. 16—Insert an inner shoe 
for small blowouts or weak 
places in tires. 

Fig. 17—For bad cuts or 
large blow outs, or when using 
an old or worn out tire. First 
insert inner shoes over the 
holes, then reliner in inside of 
tire as shown. 

Reliners are hard on inner 
tubes and are not advisable to 
use in new tires—only for tem¬ 
porary repair of old tires. 


1 


Fig. 12.—A set of tire tools 
suitable for attaching and de¬ 
taching “clincher” tires on 
one-piece rims. In addition to 
these tools a good heavy ham¬ 
mer and. a reliable jack, come 
in handy as well. 


FIG. 9 A 


Figs. 9, 9A—Outer shoe, to be placed 
temporarily on outside of tire when cut 
or damaged until vulcanized. Note lower 
part fits under rim for clincher, and un¬ 
der tire for straight side. 




Fig. 2—To remove “inner- 
valve” when tube is to be de¬ 
flated—use notched end of 
valve cap” B. 

Fig. 4—To test inner-tube 
for leak; partially inflate tube 
and place in pan of water; air 
bubbles will appear at leak. 
Mark leaks with indelible pen¬ 
cil. See page 735, fig. 20 for 
a testing tank for shop. 

*Fig. 3—To test inner- 
valve for leak; inflate 
tube; place end of valve, 
with valve-cap removed, 
in glass of water—if 
bubbles appear inner- 
valve leaks. Put in a 
new one. 

Fig. 5 — Four-in-one 
valve tool; die for re¬ 
cutting threads for valve cap; tap for inner-valve threads; 
inner valve remover 



How to oper¬ 
ate the G-ood- 
rich tire 
gauge: Set the 
movable arm 
at the point 
where the cal¬ 
iper will just 
fit over the 
tire at the top. 
Note the point 
of register on 
‘size scale of 





Q£> 


Fig. 1—Showing how the inner-tube may be pinched be¬ 
tween the bead and casing; between the two beads, or bead 
and lug. 


and move the arm to the corresponding 
on 


tire” 

mark on “load scale on ground.” 

Now test the tire at the bottom where the 
load rests on it. If the caliper just touches 
the sides the tire is inflated properly. If 
tire is too much flattened to permit the cali¬ 
per to slip over it, inflate the tire until tire 
under load is just as wide as space between 
arms. Above shows tire underinflated. 


Fig. 14 


Fig. 14: Twitchell air gage is placed over 
the valve stem and indicates pounds pressure 
in tire. 

Fig. 7, A to F: To fold an inner tube, 
remove “inner-valve” per fig. 2, then roll 
slowly per A and B to exclude air. Then 
lay flat and fold per 0, D, E and F. A flan¬ 
nel bag is suitable for carrying extra tubes in. 



JNMER 

tube 



MOTORCYCLE 
nA SPOKE 


PUMCTURE 
HOLE 
6 " 0156 * 
ER.OM BAST 
or valve 


Fig. 21—A racK lux vul¬ 
canizing different size tubes. 
This device can be used in 
connection with the small 
tube vulcanizers. 


Fig. 20—Sometimes in¬ 
ner-valve core becomes im¬ 
movable from stem. Dia¬ 
gram explains how to re¬ 
move. 


CHART NO. 238—Miscellaneous Tire Repairs and Accessories. Testing Inner Tubes for Leaks. How 
to Properly Fold an Inner Tube. Tire Air Pressure Gauge. Inner and Outer Shoes. 

■To test base of valve for leak, submerge valve part of tube in water, with tube partially inflated, per fig. 4. 





















































































































































































TUBE REPAIRING. 


569 


When on the road it is much simpler to 
put in a new tube; and it is best to have 
always at hand three spare tubes—one for 
the forward and two for the rear tires. An 
inner tube properly vulcanized is as good 
as new, but it is much easier to make the 
repair at home. Do not carry these tubes 
in the tool box where they are liable to 
be bruised or otherwise injured. 


There are two methods of repairing an 
inner tube; by cemeting a patch over the 
puncture and by vulcanizing. The cement 
patch does not hold and will leak in time; 
therefore, the vulcanizing of the tube, as 
shown in charts 239 and 240, will make 
a permanent repair. The best plan would 
be to insert a new tube and vulcanize the 
damaged one later. 


Cementing a Patch. 

If a cement patch is necessaxy, owing to the When a patch becomes loose. It will sometimes 
absence of a vulcanizer, then proceed as follows: happen that a tire will become partially or even 


Select a patch of the right size; that is, large 
enough to extend three-fourths of an inch or an 
inch beyond the puncture in each direction. 
Wipe off every trace of moisture or bloom and 
roughen with emery cloth the surfaces to be 
joined. Apply two coats of cement to the tube 
surface and to the patch, removing with the 
fingers all superflous cement; the less of it there 
is, the quicker the repair. 

Allow the cement to dry until it adheres strong¬ 
ly to the fingers (five minutes at least will be 
needed), then, and not until then, apply the patch; 
compress strongly and look carefully to see that 
the edges of the patch do not loosen. 

Before putting back the tire, assure yourself 
that the cause of the puncture is removed, as a 
nail or tack or rough spot inside of casing, else 
tube will puncture again. 

Note.—Never try to join two surfaces while 
they are still damp, for rubber cement joints are 
of no value unless everything is dry. Never ap¬ 
ply friction fabric to an inner tube, but always 
a patch of pure caoutchouc. Friction fabric is 
not air-tight. 

Even though a sound tube has been inserted 
on the road, the punctured tube should be mended 
promptly to be ready for another emergency. 
There is scarcely a limit to the number of re¬ 
pairs a tube will bear, but patches applied with 
cement cannot safely be considered permanent re¬ 
pairs. It is a paying investment to make vulcan¬ 
ized repairs as opportunities present themselves. 


entirely deflated without apparent cause—that 
is, without any nail or other puncturing instru¬ 
ment being visible. If you have had experience 
with occurrences of the kind, you will immediately 
suspect a loosened patch and proceed to verify 
your suspicions. Partly inflate the tire and your 
ear will tell you whereabouts the leak is. Only 
remove as much of the casing as will enable you 
to conveniently attack the job. You will very 
likely find that, although the air has burrowed a 
small channel between the patch and the tube 
in one place, other portions of the patch are 
holding on tenaciously. Why an inner tube patch 
does not stick all over alike, is what no one ever 
could understand. 

A drop of gasoline applied with care does won¬ 
ders in persuading the patch to peel off, and af¬ 
terward in cleaning the surface of the tube; but 
do not apply the solution until you have well 
roughened the place with sandpaper. Put the 
old patch away for future use, and apply a fresh 
patch, two coats of solution, spread on thinly, 
and well rubbed in, especially the first (you can 
not rub the second coat hard, or the lot peels off) ; 
squeeze the patch and tube together as hard as 
possible with finger and thumb, beginning in the 
center of the patch and working out to the edges. 
You may hold a block of wood under the tube and 
beat the patch with a hammer if preferred, but 
go gently. One motorist belabors his patches 
unmercifully and, says they never come off. Ju¬ 
dicious beating does no harm, and screwing up. in 
the vise between two pieces of wood, and leaving 
all night also works wonders. 


Inner Tube 

How to carry extra inner tubes. Deflate 
tube and fold, as shown in fig. 7, chart 238, 
powder the tube with a generous amount 
of talcum powder, then wrap in a piece 
of canton flannel or cheesecloth and pack 
in a small wood box with a sliding top; 
this will protect tube indefinitely. 

If the car is equipped with smaller tires 
on the front wheels than on the rear wheels, 
carry an extra tube for each size. 

The cross sections of inner tubes are 
made a little smaller than the normal air 
space inside of the cases. It is not, there¬ 
fore, advisable to use a 4y 2 inch tube in 
a 4 inch case. This usually wrinkles and 
creases the rubber, with bad results. Do 
not use a 4 inch tube in a 4 y 2 inch case 
for any length of time. When this is done 
the rubber is required to stretch too much 
and the effect of heat, and action due to 
displacement of air in the tire quickly 
uses up the nerve and life of the tube. 

Lubrication is most important to the con¬ 
servation of the tube, but it is a matter 
that is given least attention. Practically 
all tire manufacturers treat the inside of 
cases with a white solution to prevent 
tubes from ^sticking to the casing, and to ‘ 
reduce the frictional wear—a good lubricant, 
however, should also be used. 


Pointers. 

Some owners neglect dusting soapstone 
inside of the case when changing a tube, 

others use the soapstone so sparingly that 
it does but little, if any, good, or they 
may use so much that it does more harm 
than good. If a quantity of it be dumped 
into the case it will collect at one point, 
and during the hot weather will heat up 
to such an extent as to burn the rubber of 
the tube, making it very thin, brittle and 
lifeless; this can be recognized by the honey¬ 
combed appearance. Soapstone is the lu¬ 
bricant most used for tires and it is quite 
satisfactory, but not lasting; therefore a 
fresh supply should be put into the tires at 
least two or three times during the season. 
Powdered mica has proven a more durable 
lubricant than soapstone and quite as ef¬ 
fective as graphite, as well as more pleasant 
to handle. The lubricant should be ap¬ 
plied with a soft rag and rubbed into the 
pores of the tube, also on the fabric all 
around the case. 

Life of an inner tube—if good rubber, 
should last for two years. As tube grows 
older the rubber becomes hard and porous 
and finally reaches the ‘‘past repair” stage, 
which is noticeable by constant slow leaks. 
New tubes are then advisable. 


*A gray inner tube is not colored. The best gray tubes use pure Para gum with sulphur, to give it 
strength. This sulphur causes a “bloom” or white gray dust which gives it the color. 

A red inner tube uses a dye to give it color and instead of sulphur, antimony is used, which will 
stand a greater amount of heat. Heat causes rubber to harden and crack. Gray tubes stick to cases, 
red tubes will not stick. Therefore, the advantage of a good red tube is in these two points. 


570 


DYKE’S INSTRUCTION NUMBER FORTY-TWO. 



The tourists gasoline or alcohol 
vulcanizer, vulcanizing the outer 
casing. 

To Vulcanize Tire. 

To prepare casing and patch—thoroughly cleanse 
the cut or tear by using sand paper or a pocket 

knife and wash 
same perfectly 
clean with a rag, 
using gasoline. 
Us Cleanse a layer 
of repair gum 
with gasoline, 
insert it in the 
cut and trim it 
flush with the 
casing. If the in¬ 
jury is void of 
material, then 
build up even 
, . , with casing by 

cleaning each layer of repair gum with gasoline 
and firmly pressing into place. 



Clean with gasoline. 


'"X 



Get all dirt out, then cut old rubber 
away and give hole another cleaning. 

To apply vulcanizer: Firmly clamp the center of 
the vulcanizer directly over the prepared patch, 
using care to have the patch centrally located against 
the lace of the vulcanizer as illustrated. Before 
applying the vulcanizer, the face of same may be 
(lusted with soapstone or talcum powder or a 
cake of ordinary soap chn be rubbed against it to 
prevent repair gum from sticking. 

^Repairing 

(1) Cut half way around the blister, cutting 
through the rubber to canvas (C) and leave 

rubber attached on 


To Vulcanize Inner Tube. 

Preparation of tube and patch—to repair a punc¬ 
tured tube. Clean the spot around the puncture 
about two inches in diameter with emery paper, 
then wash off clean with gasoline. Cut sufficient 
repair rubber to cover the puncture and dampen 
the surface of the rubber to be applied to tube with 
gasoline, allowing it to dry thoroughly. Then ap¬ 
ply the repair rubber to the tube directly over the 
puncture, as illustrated in fig. 1. 

Figure One 


REPAIR RUBBER 


TU8E 



PUNCTURE 


Figure Two 


REPAIR RUB8ER 


TUBE 



To repair a rent, pinched or torn tube—shear 

off damaged part to a beveled edge and follow 
cleaning and washing instructions as above. A 
piece of repair rubber the exact size and shape of 
the hole must be placed in position and another 
piece of repair rubber larger over all than the 
hole must be placed on the damaged part; as 
illustrated in fig. 2. 

Care must be taken that the tube is thoroughly 
cleaned with emery paper and gasoline; and that 
the surface of the rubber applied to the tube is 
washed with gasoline and allowed to dry. 

To apply vulcanizer—clamp vulcanizer directly 
over the prepared tube and fasten securely and 
uniformly with the thumb screws, being careful to 
have the patch centralized beneath the vulcanizer, 
as illustrated in fig. 3. ' 

Operation of tourist’s vulcanizer: After prepar¬ 
ing tube as instructed, attach vulcanizer as shown. 
Stand vulcanizer on bench, running-board, or floor. 
Remove the cylindrial lamp, and pour the gasoline 
or alcohol oil it from the measure which is fur¬ 
nished. Insert lamp into vulcanizer and light it. 
After lamp goes out, which will be in about ten 
minutes let the vulcanizer cool a few minutes and 
the repair is done. 

When vulcanizing a casing clamp the vulcanizer 
in place with the chain furnished with it. Heat 
the vulcanizer with the lamp as above. There is no 
exposed blaze and no chance to spill burning fuel 
so that it is perfectly safe to vulcanize a tire while 
inflated on the wheel. 


M ] dM 


Vulcanizer 



REPAIR RUBBER 


Inner Tube 



the side nearest 
tread of tire. Turn 
back the flap (F) 
thus formed and re¬ 
move all dirt; then 
clean and cement as 
directed for casing 
cuts per above. 


Fig. 3—Showing inner tube being vulcanized 

and how the gasoline or alcohol heats the vul¬ 
canizer on another type of gasoline vulcanizer. 

Sand Blisters. 

(2) Cut a strip of Para rubber as wide as the rub¬ 
ber on the tire is thick and stick on edge of 
cut (E). Then cut a thin sheet of Para ttue 
exact size of the canvas and roll back in 
place and stick it down tightly (P). 

(3) Shows repair after vulcanizing. Be sure to 
vulcanize hole where dirt entered and caused 
the blister, it may be a foot away—vulcanize 
as per instructions for small cuts,—see also 
pages 570, 573. 


CHART NO. 239—A Portable Vulcanizer for Vulcanizing Small Cuts on Tires and Inner Tubes. 

A ** r _ e ? ump ^ an excellent bellows for blowing dirt out of a cut for a repair to be vulcanized. A sheet of waxed 
paper should be placed between vulcanizer and tire to prevent sticking to hot iron. 

a S f Cti ? n ° f a tir ® where * read ^ loose: Cut through the tread, clean under side of tread and canvas 
AppIy i wo °F tj 11 ® 6 coats ° f . cement; when dry replace tread, wrap with tape, per fig. 25, page 676 

outs 8 fig.s th< 25 VF 26 Pe page et 575 ° f vulcanizing )— then cure with mside and outside heaters as instructed for blow 










































TIRE REPAIRING. 


571 


Valve i 

It is essential that tubes be equipped 
with valves having the correct type of 
spreader. See figs. 3, 4 and 6, (L), chart 
2 35. Fig. 4 and 6 would interchange be¬ 
cause they have angular shaped sides where¬ 
as fig. 3, chart 235 and fig. 1, chart 23 6-AA 
have curved sides. Most companies have in 
the past furnished tubes with especially 
equipped valves for clincher cases, another 
type for Q. D. clincher cases, and still an¬ 
other type for straight-side cases. The 
clincher valve spreader will not properly 
lock the Q. D. clincher beads on a Q. D. 
clincher rim, nor the straight-side type of 
tire on a straight-side rim. The valve 
equipped with a straight - side spreader 
will lock the beads on a clincher rim or a 
Q. F. clincher rim, but on account of dif- 

Repair 

Temporary tube repairs can be made by 
the use of cemented or self-curing patches 
which are easily applied. However, as 
patches are unreliable, owing to the fact 
that they often come off when the tire 
heats from running, it is much better to 
make permanent repairs in the first place 
by vulcanizing. 

A small vulcanizer per page 570 and 572 
can be used for vulcanizing inner tubes, 

which is a very simple operation. The 
tube is cleaned around the puncture and 
coated with vulcanizing cement.’ Then a 
piece of raw rubber, the same as that from 
which tires are made, is placed over the 
puncture. The vulcanizer is applied as 
shown in the illustrations, chart 239, and 
heat is applied for about fifteen minutes, 

■ dependent on the kind of vulcanizer that 
is used, and the thickness of the rubber be¬ 
ing vulcanized, (see also page 572). 

For small cuts, sand blisters, etc. on tires, 
this vulcanizer will also answer, but for 
blow-outs and large cuts in tires a larger 
vulcanizer is necessary, see pages 574, 610. 

By giving cuts on casings a little atten¬ 
tion now and then, tire mileage can easily 
be doubled or trebled. Small cuts, neg¬ 
lected, admit- dirt and water to rot in the 
fabric until a blowout occurs that ruins 
both tube and casing. The only sure rem¬ 
edy is vulcanization. See pages 570 and 

*Motorist’s and 

• 

There are several standard types of motorists’ 
vulcanizers available. They are designed with a 
view to supplying machines that are adapted to 
the most convenient sources of heat. On the 
road, gasoline is always available, therefore for 
tube work and small casing repairs, a gasoline 
heated vulcanizer is handiest. Where there are 
electric lights, they naturally suggest the cleanest 
and handiest heat. Motorists who have city light¬ 
ing current in their garages prefer the electric 
vulcanizer on account of its convenience and large 
capacity. Most of the work is done at home and 
an electric vulcanizer, which has its heat con¬ 
trolled automatically and maintained as long as 
desired (an essential feature), has the advantage 
that by leaving it on a tire as long as is neces- 
'sary, the thickest tread repair can be cured clear 
through as well as a superficial repair. Succes¬ 
sive repairs can be made without loss of time 
as vulcanizer can be moved from one to another. 

The charts following will clearly explain the 
method of tire repairing. It is the writer’s in¬ 
tention to deal with the vulcanizing subject only 
in an elementary way. To those interested in 
the tire repair business I would advise writing to 


ference in width and shape may damage 
fabric of the case. 

The purpose of a spreader is to keep inner 
tube from being pinched at the stem hole in 
the rim, also to act as a protection in case 
dust cap is screwed down too tight, which 
is very often the case and inner tube is 
partly pulled or pinched in rim hole. 

Spreaders are not absolutely necessary, 
but as stated above, they greatly lessen the 
chances of tubes “going bad” around the 
valve stem, before the rest of the tube 
has given all the service that has been 
built into it. 

The difference in the spreaders is neces¬ 
sary, due to the difference in space between 
the beads as they set on the rim. 

of Tires. 

573 for repairing cuts in casings. This can 
be done while tire is on wheel inflated. 

What is Vulcanization? 

It is the process of cooking or curing raw 
Para gum. Exactly as in baking a loaf of 
bread, the best results can only be obtained 
when the proper amount of heat is used. 

The temperature ranges form 250 to 
i 300°; about 265° being considered best. 

It requires 15 to 20 minutes to vulcanize 
a layer of Para thick at 265° tempera¬ 
ture and 5 additional minutes for each ad¬ 
ditional tV'. 

It is immaterial whether vulcanizer be 
heated by electricity, gas, gasoline or steam. 

The idea is to keep the vulcanizing surface 
at a steady and proper degree of heat. 

See page 574 and 610 for vulcanizing out¬ 
fits, tire repair tools, etc. 

Tire Paint. 

Tire paint for painting the inside and out¬ 
side of tires is mixed as follows to make 1 
gallon: Mix 1 quart of gasoline and 5 lbs. 
of whitening, stirring until thoroughly 
mixed. Add 1 quart of No. 1043 Firestone 
cold patch cement (or any other cold patch 
cement) gradually and stir until mixed. 

The solution is applied with a brush and 

leaves a white surface which will not crack 
due to the elasticity of the cement. 

Shop Vulcanizers. 

C. A. Shaler Co., 22 Jefferson St., Waupun, Wis., 
for a copy of their very complete book, “How to 
Open a Tire Repair Shop,’’ and “Care and Re¬ 
pair of Tires.’’ Also Williams Fdry. & Machine 
Co., Akron, O. 

Addresses of Tire Manufacturers. 

Write for catalogues, you will gain much in¬ 
formation. Amazon Rubber Co., Akron, Ohio. 
Woodworth Mfg. Corp’n., Niagara Falls, New 
York. Diamond Rubber Co., Akron, Ohio. Fed¬ 
eral Rubber Mfg. Co., Milwaukee, Wis. Fisk 
Rubber Co., Chicopee Falls, Mass. B. F. Good¬ 
rich Co., Akron, Ohio. Goodyear Tire and Rub¬ 
ber Co., Akron, Ohio. Hood Tire Co., Watertown, 
Mass. Kelly-Springfield Tire Co., 229 W. 57th 
St., New York, N. Y. Koochook Rubber Co., 
Kokomo, Indiana. Lee Tire & Rubber Co., Con- 
shokochen, Pa. Michelin Tire Co., Milltown, 
New Jersey. Mogul Tire Co., Granite Bldg., St. 
Louis, Missouri. Pennsylvania Rubber Co., Jean¬ 
nette, Pa. Republic Rubber Co., Youngstown, 
Ohio. Rutherford Rubber Co., Rutherford, New 
Jersey. Firestone Tire and Rubber Co., Akron, Ohio. 


*See also page 610. 


672 


DYKE’S INSTRUCTION NUMBER FORTY-TWO. 


Inner Tube Vulcanizing Repairs. 

Inner Tube Punctures. 

Clean the tube thoroughly with gasoline and 
coarse sandpaper—see page 570. Cement the 
edges of the hole and apply a thin layer of cement. 

Let the cement dry. 

If a small hole, fill even with the surface of 
the tube with layers of Para rubber cut the size 
of the hole. Cut a patch of Para one-eighth inch 
larger than the hole or puncture and apply over 
same. Then cut another patch % inch larger than 
hole and apply over the first. Cover with waxed 
paper and apply vulcanizer. 






Pig. 1—Repairing tube puncture. 

Edges of punctures or small holes should be 
bevelled with scissors to make a larger uniting sur¬ 
face and provide room for the new material. Re¬ 
pairs of this sort are to be vulcanized for fifteen 
or twenty minutes at 265 degrees. 

Inner Tube Cuts and Tears. 

Clean as directed, both inside and outside of 
tube; coat edges of cut and inside and outside of 
tube with cement and let dry. 



Fig. 2—Repairing slit in tube. 

Cut a strip of Para rubber as wide as tube is 
thick, and stick on edge of cut; cut a strip one- 
half inch wide, place inside of tube under tear, 
bring edges of tear together and stick them down to 
this strip. (The use of semi-cured stock for the 
inside patch is preferable, as it obviates the use 
of paper inside the tube). Apply another strip of 
Para rubber, one-half inch wide on the outside of 
the tear. Vulcanize for twenty-five minutes. Cover 
the repair with waxed paper before vulcanizing. 

Blowouts in Tubes. 

When mending large, irregular bursts or blow¬ 
outs in which a piece of rubber has been blown out 




Fig. 4A—Tube after lapping. 





Fig. 6—Valve stem seat repair. 


Fig. 3—Repairing tube blowout. 

of the tube, the best method is to trim down to a 
clean, solid surface, making the hole somewhat 
regular in shape. The hole may be filled with 
layers of Para rubber cut to fit. 

Inner Tube Splices. 

It often happens that, when a tube is badly torn, 
it is easier to cut out a section and replace it with 
a new piece of tube. In making repairs of this 
kind be very careful not to alter the original length 
of the tube. 

Clean the outside of one end of the tube for 
about four inches. Fold back the other end, turn¬ 
ing the tube inside out, and clean for the same 
distance. Apply at least three coats of cement to 


each end. A re¬ 
pair of this sort 
requires a con¬ 
siderable amount 
of cement if no 
Para rubber is 
used because the 
adhesiveness of 
the joint depends 
Fig. 4—Splicing an inner tube; upon the cement 
showing tube ready to lap. alone. A narrow 

strip of Para be¬ 
tween the two tubes 
will add to _ the 
strength of the joint. 
Butt the open end 
against the folded 
end and telescope 
the latter over it. 
Vulcanize in three 
operations, the first 
twenty minutes’ dur¬ 
ation; the last two, fifteen minutes each. A block 
should be used underneath tube, to prevent pinching 
the edges of the tube. Vulcanizer is placed on top. 

Valve Stem Seat Repair. 

Select a good place on the tube, clean a space 
about four by two and one-half inches and cut a 
hole about one-fourth inch in diameter. Remove 
parts from the valve stem and stretch the hole 
in tube over the base of valve stem. Push the stem 
clear through into the tube. It is to be kept inside 
and awav from the repair until after vulcanization. 

Cement entire 
clean surface 
around the hole 
in the usual man¬ 
ner. Cut an oval 
or diamond- 
shaped piece of 
Para about two 
by three inches, 
having hole in 
center to corre¬ 
spond with the 
hole in the tube. 
Roll it down on 
tube so that both 
holes register. 
Cover with a lay¬ 
er of blowout 
canvas of same 
size and shape. 
Cover all with 
another layer of 
Para rubber one- 
quarter inch 
larger all around 
than the first. 
Vulcanize forty 
minutes. Shake 
valve stem on in¬ 
side of tube to 
the vicinity of the 
hole and force it 
through the open¬ 
ing until the base 
rests against the 
inside of the 
tube, then slip clamp disk (S-T) and spreader (L) 
—fig. 6, page 550—over valve stem and fasten them 
securely with lock nut (P). 

Pointers When Vulcanizing Inner Tube 
With Steam Vulcanizer. 

Time required for vulcanization is determined by 
the depth of the new material inserted, and not 
by the size or area of the repair. The following 
is based upon the maintenance of a uniform steam 
pressure of 45 pounds. 

If tube is in a very much worn condition, place 
a piece of rubber tubing larger than the pad, under 
the pad, and vulcanize at a lower steam pressure 
and more slowly. With a steam pressure of 45 
pounds: 

For tubes 1-16 in. thick, vulcanize for 7 minutes. 

For tubes 1-12 in. thick, vulcanize for 8 minutes. 

For tubes 1-10 in. thick, vulcanize for 10 minutes. 

For tubes 1- 8 in. thick, vulcanize for 13 minutes. 

How to test a repair—test the part vulcanized by 
pressing the thumb nail into it. If it is responsive 
and elastic to the touch and resembles the rest of 
the tube in this respect, it is perfectly vulcanized. 
If, however, it clearly retains the mark of the nail 
it is under vulcanized and should again be placed 
in the vulcanizer and given a longer heat. It is 
best to add time, not temperature. 



Fig. 7—The electric vulcanizer 
is connected to lamp socket. 


CHART NO. 240—Repairing an Inner Tube with the Shaler Electric Vulcanizer. 


























TIRE REPAIRING. 


573 


Troubles Which Necessitate Tire Repairs. 

As stated on pages 666, 567, tire troubles are due to external and internal causes. 


Due to external causes: 

(1) Tread cuts which permit dirt to work under 
tread and cause “loose treads” and “sand- 
blisters.” The moisture also rots the fabric 
and weakens it. 

(2) Cuts clear through tread and carcass. When 
a cut is made through tread and carcass it is 
a perfect cut, but if blown-out the edges are 
ragged. 

(3) Fabric broken and weakened inside, due to 
striking a stone on tread of tire. 


Due to internal causes: 

(1) Blow-outs are the result of surface or tread 
cuts. The admission of moisture caused fabric 
to rotten and pressure of tube blew through the 
weakened place with a loud report. 

The blow-out is also frequently due to a 
“stone-bruise” as explained on page 566. 

(2) Broken back is a serious and common injury 
and is the result of insufficient inflation—see 
page 567. The layers of fabric separate—this 
might be termed a “fabric separation.” 



Fig. 1 



Fig. 2 



Fig. a 


Fig. 4 



Importance of Repairing Slight Cuts on Tires. 


A set of tires should be gone over at least once 
every two weeks and the cuts in the treads of the 
casings sealed up by vulcanizing them. This can 
be done with tire inflated and on wheel. In this 
way deterioration of the fabric is prevented and 
the tires will give a mileage three times as great as 
that usually given. , 

Figure 1 shows a tire in which there is a small 
cut and a “sand-blister” or pocket. If not re¬ 
paired at once, sand, dirt and water will be forced 
into it and rot the fabric until it becomes so weak¬ 
ened the inner tube will blow out through it and 
ruin the casing. 


Figures 2 and 3 show the gash being cleaned and 
filled with new, live Para rubber (see also page 
570). 

Figure 4 shows the portable electric vulcanizer in 
place on the tire. Note that it has not been nec¬ 
essary to remove the tire from the rim. The vul¬ 
canizer is left in the position shown, for thirty 
minutes. 

Above instructions cover the external repairs of 

“tread cuts,” “sand-blisters,” slight “loose treads.” 

Instructions for repairing blow-outs and internal 
troubles, see below and page 575. 


Internal and External Tire Repairs—Sectional Method. 


There are two methods for reinforcing and build¬ 
ing up tires for internal repairs; the “wrapped 
tread” method and the “sectional” method. 

With “wrapped tread” method as explained on 
page 575, the tire is built up or reinforced from 
the inside, whereas with the “sectional” method 
it is built up from the inside and outside. 



Explanation of a Sectional Repair. 

Fig. 8 illustrates how a blow-out is prepared for 
reinforcing and building up by the “sectional” 
method. Note how each layer of fabric is “stepped 
off.” For example, there may be four layers of 
friction duck (canvas fabric) in the carcass. To 
proceed, the tread stock is cut down with knife 
(page 610). The first cut made (fig. 8) goes over 
each bead and all fabric within these limits is re¬ 
moved. The second cut does not go over the bead 
but falls inside and borders the first cut by about 
one inch. This removes two ply of canvas and 
reverse process, or building up, replaces this can¬ 
vas, “breaking joints” as a mason breaks joints in 


stone or brick setting, and the final layer of fabric 
adds one ply to the original strength. The casing 
is then reinforced with one layer of canvas on the 
inside and the total strength, or four ply, has 
been restored. 

Fig. 9 shows a side-wall blow-out in the pro¬ 
cess of repair. The same principle of stepping off 
and reinforcing is used, and this “stepping off” 
is one of the most important points to observe in 
making good tire repairs. 

Sectional Vulcanizing. 

The best method for vulcanizing blow-outs or 
rebuilt repairs is with a steam vulcanizer per pages 
574 and 610. 

Where the blow-outs are on tread, after repair¬ 
ing, the tire is placed in the sectional or cavity 
mold (3) fig. 6, page 574 to be vulcanized or cured, 
and is held down by a clamp (C) fig. 30, page 610. 
This vulcanizes both inside and outside. 

Where the blow-out is on the side-wall, or for a 
rim cut repair, it is necessary to insert an “air 
bag” per fig. 29, page 574. Then the bead mold 
is placed over tire and entire repair cured at one 
operation. 

Where inside repairs only are cured, or where 
tire is to be dried out before vulcanizing, the “in¬ 
side patch vulcanizer,” at (4), fig. 6, page 574 it 
suitable. 


CHART NO. 240-A—Troubles Which Necessitate Tire Repairs. Importance of Repairing Slight 
Cuts on Tires. Internal and External Tire Repairs. Example of the Sectional Method of Repair. 

Don’t try to use so called “self-curing” gum or old rubber—it will not vulcanize. 




























574 


DYKE’S INSTRUCTION NUMBER FORTY-TWO. 



Vulcanizers. 

Steam vulcanizers 
are used in the larg¬ 
er repair shops. The 
steam is generated in 
a boiler from heat 
produced by almost 
any fuel which will 
heat, as wood, coal, 
gas, gasoline. 

Electric vulcan¬ 
izers, per pages 572 
and 610, are suitable 
for small shops and 
garages or home 
work and especially 
desirable for inner 
tube work. 


(bead m®ld 


no. 29 



Example of a Steam Vulcanizing Plant. 

The vulcanizing outfit per fig. 6 consists of: (1) 
boiler; (2) inner tube vulcanizer. The steam 
passes through the iron plate (I T) and part of 
tube to be vulcanized is placed on this plate and 
other part hangs over the rack above it: (3) sec- 
tional molds, (0, fig. 6), called cavity moids. They 
are used to vulcanize the inside and outside of the 
tire in sections. These molds (C) are made to 
take different size tires. See fig. 29 and note a 

bead mold is placed over 
tire when it is in the cav¬ 
ity mold (C). These bead 
molds are made for clinch¬ 
er or straight side beads. 

The air bag, shown in fig. 

29, is placed in the t-ire 
and blown up to a pres¬ 
sure of about 50 lbs. to 
hold it in shape when be¬ 
ing vulcanized in the cav¬ 
ity mold C, fig. 6. Steam 
passes through the cavity 
mold; (4) *inside patch vulcanizer consists of an 
iron core shaped like the inside of tire, through 
which the steam passes. The tire is placed over 
this core when only inside repairs are being made; 

(5) vulcanizing kettle is used in rebuilding or 
retreading tires—see page 564 explaining the pro¬ 
cess of constructing a tire. This is used only for 
very large shops. 

A small steam vulcanizer using gasoline to gen¬ 
erate steam is shown in fig. 2. Note that instead 
of a cavity mold, as per C, fig. 6, an “outside cas¬ 
ing form’’ is used for outside vulcanizing, and an 
“inside casing mandrel,” simlar to “inside vul¬ 
canizer” (4) fig. 6 is used for inside repairs. 

Steam passes through each of these devices. The 
inner tube plate, through which steam passes is 
shown in fig. 2, just above the boiler. 

Prices For Tire Repair Work. 

Section repairs, two to six inches on tires 3", . 

$3.00; 3 $3.50; 4", $4.00; 4%", $4.75; 5", 

$6.75. When repairs are over 6 inches add from 
$1.25 to $5.50. 

Inner tube repairs; punctures (single) 50c; each 
additional puncture in same tube 25c; blow-out in 
tube, 75c; valve base, 75c; new valve $1.00. 


Taking rim off wheel and replacing 25c. Taking 
casing off rim and replacing 25c. 

Retreading: The different tire manufacturers 
supply treads which cover the entire tire and price 
varies. This work is seldom done only in large 
repair shops. 



Fig. 2. Shaler 
steam vulcanizer. 


Example of an Anti-Skid Tread Repair. 


Should a tire have a non-skid pattern on the 
tread and a section is to be replaced, the wrapped 
tread method as explained in the Shaler instruc¬ 
tion book is as follows: 

Take a piece of canvas (Para coated one side) 
large enough to cover the repair. Apply to coated 
side, three layers of ordinary tread stock. Find 
a good place on tire, dust it with soapstone, and 


apply this “pad” fig. 9, with the raw rubber side 
next to tread. Place tire on vulcanizer, wrap tape 
over pad and tire, tighten tape, put on outside 
heater (fig. 2) and cure for half an hour. The pad 
will then have taken an impression of the tread 
and will be like fig. 9. This may be done while 
you are waiting for the cement to dry on the 
repair. 



When the repair is ready to vulcanize place pad 
over repair, wrap binding tape over it. When 
heated, the original tread pattern will be dupli¬ 
cated. Save pad for future use and mark it. 

If it is unnecesary to replace a portion of the 
tread, but wish to protect the tread from being 
flattened by pressure of tape when curing, simply 
make a thick paste of soapstone and water and 
then fill depressions in tread with it before wrapping 
with the tape. When repair is cured the dried 
soapstone is brushed off and saved for future use. 


CHART NO. 241—Vulcanizers For Repair Shops. See also page 610 for a Tire Repair Outfit and 
Tools. Prices to Charge For Tire Repair Work. Example of an Anti-Skid Tread Repair. 

*Also used for drying out tires when repairing. Tires should be free from all moisture when vulcanizing, at 
moisture turns to steam when heat is applied and f-rces fabric layers apart, making a weak repair. 



































































































TIRE REPAIRING. 


576 


Repairing a Blow-Out by the Wrapped Tread Method of Vulcanizing. 


The “sectional” method, where repair was built 
up or reinforced from the outside, was explained 
on page 573. With the wrapped tread method, it 
is built up or reinforced from the inside. 

While we speak of blow-out repairs, this also 
covers repairs for cuts through tread and carcass, 
also side-wall and rim repairs. 

When Step Cutting Is Necessary. 

If the fabric immediately around hole is rotten 
and shredded so badly that it is impracticable to 
work it back into the repair, then it will be neces¬ 
sary to remove any loose canvas that may be around 
the blow-out, “step cutting” it out in two or three 
steps, similar to fig. 8, page 573, but from the in¬ 
side. This method however, will not be required 
once in twenty repairs. 

Cut the steps so that the smallest is at least 2" 
larger in every direction than the hole through the 
tire, and make each succeeding step about IV 2 " 
larger all around the one below it. 

Coat all over with cement, working the cement 
in between plies of fabric at the ragged edges of 
the damaged part. After first coat has dried for an 
hour or two put on another coat and let it stand 
for several hours—over night if convenient. 

Cut layers of blow-out canvas (Para coated on 
both sides) to fit the steps from which fabric was 
removed and work them thoroughly in place, one 
at a time. Roll from the center to the edges of the 
patch, and if air bubbles form under the canvas 
prick them with an awl and roll them flat. It is 
necessary that the canvas be laid smoothly and that 
perfect contact be secured between the different 
layers. 

Then put on another patch an inch larger all 
around than the largest step. Finish with plain 
friction canvas or canvas Para-coated on one side. 
This last layer must be long enough to entirely 
cover the preceding patches and reach to the 
clincher on the outside. Use from four to six 
layers of canvas, depending upon the size of the 
tire and size of the hole through it. 

Reinforcing Without Step Cutting. 

The following method is where fabric is not 
rotten and procedure is as follows: 



Fig. 20: ’Clean inside of tire about 6" on each 
side of hole. Use gasoline to soften. Scrape un¬ 
til bare canvas is exposed, but do not cut fabric. 



Fig. 21: Apply 2 coats of cement over cleaned 
surface. Let first coat dry % hour before applying 
the second. Cement hole through tire thoroughly. 



Fig. 22: Cut first layer of fabric (Para-coated 
both sides) bo will extend 1" beyond hole in every 

direction. Roll smoothly 
in place, pricking any 
air bubbles to let air 
escape. 

Then cut a second 
layer of fabric (Para- 
coated both sides) large 
enough to cover the 
first one and let it ex¬ 
tend an inch over it in 
every direction. 


Then cut a third layer (Para coated both sides) 
1” larger, and place over second layer in same 
manner and roll it down. 



Then cut a fourth layer (Para coated one side) 
1" larger than third layer and apply the Para coated 

side next to the third 
layer. In large tires 
use 5 layers. After the 
3rd and 4th layers are 
applied the patch will 
look as shown in fig. 23. 


Fig. 23. 


Fig. 23 shows appear¬ 
ance of patch after all 
layers have been applied 

and rolled down. 



Fig-. 24: Turn tire 
over and fill gash with 
tread stock of narrow 
strips and press down 
carefully. No- cement is 
necessary. Do not fill 
hole too full. Sprinkle 
inside with soapstone. 



Fig. 24. 


Fig. 25. 


Fig. 25: Place tire 
over the “inside cas¬ 
ing mandrel” (see 
fig. 2, page 574). 
Lay a piece of waxed 
paper over outside 
repair and place 
bead strips along the 
bead as shown, then 
wrap on tape and 
tighten tension of 
hand screws so as 
to pull tire down on 
mold. 




Fig. 26: Place 

“outside casing 
form” or mold over 
outside repair, apply 
the steam. Cure for 
fifteen minutes, then 
loosen clamp, tighten 
tape. About 50 min¬ 
utes in all is re¬ 
quired. Larger tires 
1 hour at 40 lbs. of 
steam pressure. 


’ig. 26. Apply heat to in- 
ide and outside simultane- 
usly. 


Fig. 27 Shows a 
blowout repair near 
rim. Same method 
was used, except the 
la^t layer of fabric is 
brought clear around 
the bead and up out¬ 
side of tire far 
enough for the bead 
strip to get a good 
grip, then use the 
curved side of the 
“outside form” or 


Fig. 27. 


CHART NO. 241-A—Wrapped Tread Method of Repairing a Blow-Out—where repair is built-up or 
reinforced from the inside. The Shaler Steam Vulcanizer, fig. 2, page 574 is used as an example. 


To repair a section of tire where tread is loose—see footnote, page 570. 




























87b INSTRUCTION No. 43. 

I DIGEST OF TROUBLES: How to Diagnose or Locate Engine 
Troubles; the Cause and Remedy. Miscellaneous Questions 
Answered. ^USEFUL AND INSTRUCTIVE HINTS AND 
SUGGESTIONS. 


Making a 

Diagnosing automobile troubles requires 
thought and reasoning. If a person understands 
the principle and construction of the various 
parts of a car and some one of the hundreds of 
troubles occur, then simply reason it out; ask 
yourself what the trouble is, what could cause 
that trouble and why. Find if it is ignition, car- 
buretion, cooling, or just what the trouble is, 
and then figure it out the best you can before 
proceeding. 

It is of little use to turn the engine over and 
over by the starting handle or by means of the 
engine starter, in an effort to set it going. If 


Diagnosis. 

the engine will not start with a few turns, the 
chances are that there is something radically out 
of order, requiring intelligent attention. With 
the carburetor giving a correct mixture, the igni¬ 
tion system affording a hot and effective spark, 
and everything else apparently all. right, it 
should be as easy to secure an explosion on the 
second stroke as on the sixtieth. So if the engine 
will not start with the second or third attempt 
it is not likely to start with three or four 
hundred attempts; consequently it is better to 
find out the cause of the trouble than to turn 
the engine over indefinitely and run the battery 
down. 


Before an Engine will Bun 

Always remember when diagnosing troubles 
that there are two essentials necessary before an 
engine will run. First, gasoline; second, a spark. 

The gasoline must reach the inside of the 
cylinders and the spark must be there at the 
proper time to ignite the gas. If you have both, 
something is bound to happen, even though it is 
but a single explosion. 

Next, remember that even though you have 
a spark and gasoline—the engine will not run 
properly if the gas does not enter the cylinder 
at the right time “and stay there” and be in a 
proper gaseous form. 

The gas cannot be ignited regularly if there 
is not a good, hot spark at the correct time. 

Next, remember that if an engine is not 
properly lubricated and cooled it will heat, 


there are Two Essentials, 
and if too cold, heat must be applied for proper 
carburetion. (See page 155.) 

Therefore, in summing up the chief troubles, 
we find that most troubles are due to ignition, 
carburetion and lubrication. 

If trouble occurs, first find which of the three 
headings the trouble comes under and then rea¬ 
son it out. 

The object of this digest or condensed form 
of troubles and remedies is to simply give you 
an idea what would likely cause certain troubles 
and what would likely remedy them. The reader 
will then decide which one is most likely the 
trouble and if he does not know the meaning of 
certain adjustments called for, then turn to the 
index, find the subject mentioned and read up 
on that subject. 


tSystematic Trouble Hunting by a Process of Elimination. 


In dealing with engine troubles one should 
always try to figure out the possible cause of a 
trouble before starting to adjust something that 
does not need adjusting. 

An adjustment never should be changed with¬ 
out a knowledge of why the change is made, the 

effect the change should have and how to restore 
the mechanism to its original adjustment. 

If one will first reason out the probable causes 
of a trouble: the real cause can be quickly lo¬ 
cated. For instance, if a single lamp fails to 
burn—you will know the trouble is not in the 
battery or generator if all the other lamps burn 
—therefore the cause must be in that lamp, 
socket or wiring. • 

Similarly, if the starting motor fails to start 
engine, yet you know it is turning the engine 
crankshaft, and your lights burn brightly—you 
would not look to the battery for the trouble, 
but you would know that the trouble must be 
with the ignition or carburetion. It is then a 
matter of applying the process of elimination— 
that is, test each of the remaining probable 
causes until the final cause is the only one left. 


When the possible cause of trouble can not 
be imagined, then begin with a careful examina¬ 
tion of all the features of the engine that are 
apt to give rise to the trouble. 

If nothing out of order is found, then begin 
testing out the various features, beginning with 
the easiest and most accessible, and thoroughly 
complete each test before starting on another 
possible cause. 

For example: If your ignition system is 
suspected, the easiest thing to test would be the 
spark plugs, first find the faulty plug, then 
proceed from the spark plugs to the wiring com¬ 
municating between the plug and the distributor, 
then examine the battery connections, the switch 
connections and, last of all, the adjustments of 
either the timer, coil or magneto. 

Do not examine a spark plug and then leave 
it and try a few carburetor adjustments and 
later come back for another spell of tinkering 
w r ith the ignition, etc. 

If you suspect the ignition system, go to it 
from beginning to end in a SYSTEMATIC man¬ 
ner before proceeding with the carburetor and 
likewise with other parts. 


tSee page 419 for “Digest of Lighting Troubles,” and pages 457. 458, 422 Storage Battery Troubles and page 566 
Tire Troubles—See index for other troubles. 

*See Instructions 45 and 46D for Useful Devices for the Repair Shop and Repair Shop Hints. 


DIGEST OF TROUBLES. 


577 


*DIGEST OF GENERATOR TROUBLES. 


When Troubles occur in tlie electric system of a 
car, remember that the electric system is divided 
into four parts, namely: the lighting circuit, 
generating circuit, starting motor circuit and 
ignition circuit. The idea is then to determine 
which of the circuits the trouble is in and then 
test it from beginning to end, as explained on 
pages 429 and 737, 576. See also, pages 407, 
411, 408, 416, 424, 419 for other electric troubles. 
The troubles, indications and causes of generator 
troubles can be classed under two heads; those 
which are duo to mechanical defects and those 
due to electrical defects. 

Mechanical Generator Troubles. 

Indications: Noise and low current generated or 
no current at all. 

Causes: (1) Broken bearing (examine by turn¬ 
ing armature by hand, if it sticks or turns hard, 
look to ball bearings and replace); (2) Loose 
driving gear or pinion (if loose, key to shaft); 

(3) Armature off center (can be due to loose 
pole pieces. See that the screws with counter¬ 
sunk heads on outside of generator are tight); 

(4) Shaft bent (this is more common on start¬ 
ing motors than on generators. A new armature 
is required if shaft is bent); (5) Commutator 
burst (when this happens the brushes and brush 
holders, etc., are also damaged. A new armature, 
brushes and brush holders are required). 

* « 

Electrical Generator Troubles. 

Electrical troubles can be classified under: (a) 
open circuits; (b) ground or short circuits; (c) 
defective regulation system; (d) defective cut¬ 
out. 

(a) Open circuit indications would be low current 
generated or none at all. 

Causes: (1) Brush connections poor; (2) 
Brushes stuck; (3) Brushes worn too short; 
(4) Brush spring broken, no spring pressure 


to hold brush to commutator; (5) Dirty 
commutator (see pages 404, 409); (6) Arm¬ 
ature if open by connection loose at commu¬ 
tator or broken coil would cause intense 
blue sparking at commutator and flattened 
commutator bars; (7) Field coils if open 
will show no current at all, or if partial 
open, low current generated. 

(b) Ground or short circuits (1) may be at main 
terminals; (2) Brush connections; (3) Brush 
holders; (4) Armature if short circuited‘will 
cause excessive heating of armature, insula¬ 
tion burned and low current generated; (5) 
Field coils if short circuited will cause field 
coils to heat and low current generated; (6) 
Commutator if short circuited will cause no 
current at all or low current output. 

(c) Regulation: In this instance we will deal 
with the ‘‘ third-brush ’ ’ system of regula¬ 
tion. If a ‘‘voltage regulated” system is 
used see pages 343, 345 and 925. 

Indications will be that the charging current 
will be too low or too high and not remain¬ 
ing constant at high speeds. 

Causes: (1) Incorrect setting orf third-brush 
(see pages 405, 389, 925, 864C); (2) Brush 
not sanded in (see pages 404, 409); (3) 
Spring pressure on brush not sufficient (see 
pages 404, 408, 864C). 

(d) Cut-out, if it remains open at all times, re¬ 
sult will be; (1) No current to battery; (2) 
Generator will ge^ very hot; (3) Will burn 
generator out. 

(d) Cut-out, if it remains closed at all times, re¬ 
sult will be; (1) Battery will discharge back 
through generator at about 20 amperes (on 
the Ford) when engine is not running or not 
running fast enough. This will discharge 
battery. 


**DIGEST OF STARTING MOTOR TROUBLES. 


Starting motor troubles, indications and causes 
may also be classified under two heads; those 
which are due to mechanical defects and those 
due to electrical defects. (See also, pages 407, 
408). 

Mechanical Starting Motor Troubles. 

Indications: Excessive current draw and slow 
cranking or complete failure to crank and ex¬ 
cessive noise. 

Causes: (1) Worn brushes; (2) Shaft bent; (3) 
Commutator burst; (4) Loose pole-pieces; (5) 
Broken Bendix (see page 331); (6) Armature 
off center (may be due to loose pole pieces, tighten 
screws). 

Electrical Starting Motor Troubles. 

Electrical troubles are classified under (a) open 
circuits; (b) ground or short circuits. 

Open circuit indications would be indicated by 


low current or no current and failure of starting 
motor to operate. If only partial open circuit 
occurs the current draw will be low and cranking 
slow. 

Open circuit causes: (1) Brush pigtails loose; 
poor brush spring pressure; dirty or burned com¬ 
mutator; (2) Armature commutator blue spark¬ 
ing or flattened commutator with slow cranking; 

(3) Fields open; (4) Starting switch open; (5) 
Loose connections at battery, ground or switch. 

Ground or short circuit indications are excessive 
current required, no cranking or slow cranking. 

Grounds or short circuit causes: (1) Shorted 
fields cause excessive current and slow cranking; 
(2) Armature shorted causes excessive current, 
burnt insulation, slow cranking; (3) Commutator 
shorted causes excessive current, no cranking; 

(4) Brush rigging shorted causes may bo in main 
terminal, brush holders, pigtails loose. 


STORAGE EATTERY TROUBLES. 

This subject is treated under the Storage Battery Miscellaneous battery troubles are treated on 

Subject. The “care of a battery” is given on pages 456, 457, 458, 459, 421, 422 and 416. 

pages 454, 455. 


*See also, pages 409, 411, 416, 429, 737, 864C for Generator Troubles. 

**See also, pages 407, 408, 416, 429, 737, 864A, 424 for Starting Motor Troubles, 
See page 581 for list of pages where Other Troubles can be found. 


678 


DYKE’S INSTRUCTION NUMBER FORTY-THREE. 

fA DIGEST OF ENGINE TROUBLES; Cause and Remedy. 

Ordinary engine troubles are generally of three kinds: (1) Engine will not start; (2) 
starts but misses; (3) starts and runs regularly but no power. 

The following matter refers principally to ignition and carburetion troubles. 


^ENGINE FAILS TO START. 

(1) LACK OF GASOLINE: See that there is 
gasoline in the tank and that the shut-off 
cock is open. Make sure that gasoline is 
flowing to the carburetor by priming or 
pushing down the carburetor float. If the 
carburetor is too full the gasoline will 
drip. If the carburetor is not full enough, 
look for a stoppage in the gasoline pipe 
and see that the vent hole in the tank cap 
is open, see (73). See also, page 407. 

(1A) CARBURETOR NEEDS PRIMING: Either 
prime carburetor or close air intake valve, 
(see pages 163 156 and foot notes, page 
489). , 

(2) *POOR QUALITY OF GASOLINE: Some 
of the gasoline offered for sale is of such 
poor quality that it will not vaporize when 
the engine is cold. The gasoline may con¬ 
tain water, which will freeze in cold weath¬ 
er and clog the gasoline pipe. Old or 
stale gasoline may also cause difficult 
starting. 

(3) TOO MUCH GASOLINE: The cylinder 
may be flooded with gasoline; spark plug 
soaked. Open the relief cocks, cut off 
throttle and crank engine until excess is 
eliminated and an explosion occurs. Then 
close relief cocks, open throttle only par¬ 
tial way and try cranking again; engine 
ought to start. Float may be loose, (see 
page 167 and foot note page 489.) 

(4) NO PRESSURE IN FUEL TANK: If the 
system is a pressure fuel system, then use 
the hand pump and try priming carbu¬ 
retor. (see page 164, fig. 2.) 

(6) LACK OF IGNITION CURRENT: If bat¬ 
tery ignition, see if battery is strong. 
Remove one of the spark plug wires and 
hold it about % of an inch away from 
plug and terminal and see if the spark 
jumps the gap when the engine is cranked. 

(6) IF STARTING MOTOR FAILS: Seepage 
577 and pages 404, 416, 429, 737. 

(7) SPARK PLUGS: Spark plugs may have 
become sooted from over-lubrication or 
if they have seen considerable usage the 
points may be burned and corroded. If 
water has been splashed on the engine when 
it was hot, the porcelain of the plugs may 
be cracked. See that the sparking points 
are perfectly clean and that the gap does 
not exceed .025 of an inch for coil ignition 
or .020 to .031 of an inch for magneto 
ignition, (see charts 112 and 113.) Also 
see pages 301, 233.) 

ENGINE STARTS BUT MISSES. 

(8) CARBURETION ADJUSTMENTS: If on 
a cold day and engine has just been 
started, wait a few minutes for engine to 
warm up—closing air intake. 

If missing still occurs with popping back 
or “sneezing,” this indicates the mix¬ 
ture is too lean; give the needle valve of 
carburetor a slight opening until engine 
runs smooth. If no needle valve is pro¬ 
vided, give less air in the auxiliary air 
valve, see pages 170, 153, 168 and foot 
note page 489. 

(9) IGNITION: If missing continues after 
engine is warmed up, and more gasoline 
is fed as per (3), examine the spark 
plugs and test as per (3). (See also, 
pages 236, 237.) Weak battery: if coil 
and battery ignition. (See pages 249 
and 450 and Instruction 29-) 

ENGINE STARTS BUT “POPS” AND 

“SNEEZES” IN CARBURETOR. 

(10) CARBURETION: See (8), also page 170. 

ENGINE STARTS BUT WILL NOT PULL. 

(11) CARBURETION: See (8) or there may 
be an over rich mixture. This would be 
indicated by black smoke. 


(12) THE VALVES: May be leaking and 
there might be poor compression. 

(13) IGNITION: The spark may be weak, 
this, however, would be indicated by mis¬ 
sing. Test battery—see pages 450 and 
249, 250, 253. 

ENGINE RUNS REGULARLY FOR A FEW 

MINUTES AND THEN STOPS. 

(14) CARBURETION: In cold weather this is 
more liable to occur, until engine is warm; 
give slightly more gasoline by closing 
air valve (if one is provided); gasoline 
may not be flowing freely to carburetor. 
Prime carburetor and see if it drips. 
There may not be enough gasoline; clos¬ 
ing air valve will determine. Maybe too 
much gasoline (see 3). 

(15) IGNITION: Battery may be weak. Ignition, 
may be retarded too much. If there are 
two systems of ignition try the other one. 

ENGINE STOPS SUDDENLY. 

(16) CARBURETION: Lack of gasoline. Stop¬ 
page of gasoline pipe (prime carburetor 
and if no gasoline, examine tank, then 
fuel strainer), see (73). 

(17) IGNITION: Loose wire. Short circuit, 

loose switch connection. If magneto igni¬ 
tion, switch to coil and battery. Weak 
battery. Points of interrupter may be 
closed by pitting, see pages 298, 300 

and 249. 

(18) A sudden stoppage is almost always due 
to ignition trouble, for gasoline trouble 
will stop engine slowly. 

ENGINE STOPS SLOWLY WITH 

MIS-FIRING. 

(19) CARBURETION: See (16). The needle 
valve sometimes jars itself closed. 

(20) When an engine stops slowly, the explo¬ 
sions becoming weaker and weaker until 
they cease, it is likely due to gasoline 
trouble. The fault will be found in the 
failure of the mixture to reach the cylin¬ 
der. (see 73.) 

(21) IGNITION: Batteries exhausted, plugs 
fouled through over lubrication. 

ENGINE LOPES OR LOADS UP. 

(22) CARBURETION: When engine slows 
down irregularly, speeding up and then 
slowing down again as though fitted with 
a governor and if throttle be closed 
further, in order to slow down more, 
engine stops. Air has leaked in between 
carburetor and cylinders. Examine gas¬ 
kets around the joints of inlet pipe or 
where carburetor is attached to intake 
manifold. Too much gasoline will also 
cause “loping.” Cut down on the car¬ 
buretor gasoline feed. 

(23) IGNITION: The spark may be set too 
far advanced. If this is the case, loping 
is likely to occur when spark is fully 
retarded. Therefore test the time of ig¬ 
nition, (see page 317 “Testing ignition 
advance.”) 

LACK OF FLEXIBILITY. 

(24) CARBURETION: This trouble is almost 
exclusively a carburetor fault and is due 
to the fact that the auxiliary air intake 
being so constructed that it furnishes an 
abundance of air on high speed, is not 
sensitive enough on low, when the throttle 
is nearly closed the engine stalls; or when 
the throttle is suddenly opened there is no 
“get away” because the auxiliary air 
inlet valve allows an inrush of air, form¬ 
ing a mixture good enough for high speed 
running but too weak for “pick up” 
purposes. This calls for careful adjust¬ 
ment of the auxiliary air valve and gaso¬ 
line needle valve, (see pg. 160 to 164.) 


* Very common in cool weather—see pages 153, 161, 155, 170 and foot note bottom of page 489. 

tSee age 419 for “Digest of Lighting Troubles,” pages 457. 422, 416, 458 for “Storage Battery 
Troubles.” tSee also, pages 798, 799, 800, Ford Engine Troubles. 


DIGEST OF TROUBLES. 


579 


♦ENGINE MISSES EXPLOSION. 

(25) DEFECTIVE OR DIRTY SPARK PLUG: 
With the engine running idle, short circuit 
the spark plugs one at a time by touching 
a screwdriver from the metal of the cyl¬ 
inders to the terminals of the plugs, (soe 
pages 237, 249.) This prevents the plug 
from firing and when one is short cir¬ 
cuited—that makes no difference in the 
running of the engine—you have probably 
located the plug at fault. If the spark 
plug wire is properly connected to the 
distributor, either clean or install a new 
plug in place of the one that has been 
found defective. If a vibrator coil, see 
page 236. (also see 17). 

(26) * **SPARK PLUG GAP TOO WIDE:. The 
distance betwen the spark plug points 
should not exceed .025 of an inch, 
(see 7.) Examine interrupter points, 
(see pages 250, 378 and 301). Weak 
battery. 

(28) TOO LEAN A GASOLINE MIXTURE: 
If the engine misses with a popping noise 
in the carburetor, the indications are that 
too much cold air is being admitted 
through the air regulating valve, the 
carburetor jets have become clogged with 
dirt, or there is a partial stoppage some¬ 
where in the gasoline pipe connections. 
See that carburetor intake header gas¬ 
kets are perfectly tight and do not admit 
air, which would thin the mixture, (see 
pages 162, 168 and Instruction 13.) 

(29) LOOK FOR GASOLINE TROUBLE: Dirt 
in gasoline tank over outlet, dirt or water 
in carburetor, float leaking, jet in carbu¬ 
retor clogged up, supply cock loose, inlet 
valve sticking or leak in inlet pipe, weak 
exhaust valve spring, may be a leak of 
air in inlet pipe. 

(80) If the engine misses, and the following 
explosion is acompanied by an explosion 
in the muffler; ignition is at fault, for the 
charge has reached the cylinder correctly, 
but has been exhausted without being ex¬ 
ploded. 

••ENGINE MISSES ON HIGH SPEED. 

(81) IGNITION: Weak battery (if coil and 
battery ignition, see page 450). If the 
engine misses at high but not on low or 
on a hard pull, then it is evident the spark 
plugs aro O.K. 

The contact screw in the contact 
breaker box needs screwing up (page 297 
250, 378.) A word of explanation on this; 
the engine may fire all right at lesser 
speeds, because the speed is slow enough 
and the contact is long enough to allow the 
coil to build up, but at high speeds the 
contact is too short, consequently a slight 
turn of the contact screw is needed. 

Try switching to the other ignition sys-. 
tern, if a dual system i3 provided, this will 
determine which ignition system is at 
fault. 

The coil may be defective, see index 
and pages 235, 236, 249 and 263 for 
“Testing a coil.” 

(82) OARBURETTON : The carburetor may 

have been adjusted for slow speed, but 
requires more gasoline on high speed, or 
it may be getting too much gasoline. 
Proper adjustment of carburetor ought 
to suffice. 

••ENGINE MISSES ON LOW SPEED. 

(88) IGNITION: If magneto ignition, the cause 
may be due to the slow speed of mag¬ 
neto and weak current generated. Try 
advancing the spark more. Also exam¬ 
ine the interrupter points. 

Examine spark plug points (see 7). 
If not remedied, try switching to the 


other system of ignition. If missing still 
occurs, then there are two other points 
to consider; loose connection or a broken 
down coil, if one coil is used for both sys¬ 
tems, as a low tension magneto—see 
page 241. 

(34) A SPARK PLUG MAY BE FOULED: 
It has been known that a bad plug will 
not cause missing at all speeds (page 235). 

(35) CARBURETION: Mixture at fault—re¬ 
adjust slow speed adjustment. The float 
may be too low giving over rich mix¬ 
ture. See also, page 171. 

(36) THERE MAY BE A LEAK IN THE 
INTAKE PIPE: This is a very common 
cause for missing at low speeds, and is 
best detected by allowing the engine to 
run at the missing speed. Take a squirt 
can full of gasoline and squirt around all 
the intake pipe joints. If you detect any 
difference whatsoever in the running, 
there is a leak. The remedy is obvious, 
see pages 162 and 171. 

ENGINE MISSES AT ALL SPEEDS. 

(37) IGNITION: Defective spark plug (see 
7 and 25.) Loose connection. Weak bat¬ 
tery. Loose switch parts. Broken wire. 
Slight short circuit (see page 241, and 
charts 112 and 113.) 

(38) OARBUR-ETION: see pages 166 to 171. 

fENGINE DOES NOT DELIVER FULL 
POWER. 

(39) VALVES: Leaky exhaust valves, scored 
cylinder, worn or loose rings cause loss of 
compression, see page 626. Timing of 
valve may be wrong. Exhaust and inlet 
may not open at correct time. See page 
110 for “checking valve timing,’’ and 
page 92 and page 630 on “valve grind¬ 
ing’’ and pages 94 and 95 “valve clear¬ 
ance-’’ Weak inlet or exhaust springs. 
Examine cams for wear. 

(40) CARBURETION: Too rich a mixture (see 
pages 166 to 171). 

(41) OVERHEATING OF ENGINE: Lack of 
oil. Circulation system defective (see 
page 191.) 

(42) IGNITION: Timing of ignition may be 
wrong. Set too far retarded or too far 
advanced. (see page 249). Weak igni¬ 
tion. Defect in distributor. 

(43) MISCELLANEOUS CAUSES: Dragging 
brakes, leaky piston rings, lack of lubri¬ 
cation. Tight bearings. Flat tires. If 
new piston rings fitted they are not fully 
set, use plenty of oil. See also, page 609. 

tfENGINE OVERHEATS. 

(44) VALVES: The exhaust valve may not open 
early enough to pass out the burnt gas. 

(45) CARBURETION: Too rich a mixture 
(see pages 166 to 171) or driving with 
throttle open too far and spark retarded 
too much. 

(46) IGNITION: Running on retarded spark 
invariably causes heating (see page 67 
and 68.) Test the ignition timing, see 
index. 

The spark lever should be raised up or 
advanced as far as possible at all times 
without causing the engine to knock, also 
see page 319, for “Spark control and over¬ 
heating.” 

(47) LACK OF LUBRICATION: Examine the 
oiling system, see bottom of page 201. 

(48) COOLING: Constricted water circulation 
(see pages 191, 193, 788); examine the 
water circulation and pump. Under sized 
radiator. 

(49) CARBON DEPOSIT: See page 201 and 
202. Choked exhaust. 

(50) SLIPPING FAN BELT: Tighten the belt. 


*8ee pages 236, 298 and index. ffWhen engine overheats by steaming, due to frozen water feel 
of radiator at bottom—if cold it is frozen, if warm then circulation is o.k. and trouble is due to 
lack of water or something else—see also pages 193, 788, 800. 

fSee page 586, “Spark Plugs Indicate Condition of Valves, and page 626, “Engine, Why Loses Power.” 

**See pages 171, 235, 297, 298 and index. 


580 


DYKE’S INSTRUCTION 


N UMBER FORTY-THREE. 


(61) Brakes dragging:. Examine the brakes 
with rear wheels jacked up. 

(62) BEARINGS: If engine is new or just 
overhauled, the bearings may be too tight. 
Put in plenty of oil and run until loosened 
up, see page 203. 

(63) DRIVING TOO LONG ON LOW GEAR: 
This is bad practice and should be avoided. 

Note.—Refer to page 188 and note the 
“motometer.” This is an excellent de¬ 
vice to assist in diagnosing overheating 
, troubles. Overheating is always manifest 
when engine begins to run slow and pounds. 

ENGINE KNOCKS. 

(64) IGNITION: The most common knock is the 

ignition knock, caused by too much ad¬ 
vance of spark. Back lash, in timing 
wheel teeth, see pages 638, 790 and index 
for “knocks.” * 

(55) BEARINGS: The connecting rod or main 
bearings may be loose. (see index for 
“testing”, also “tightening bearings.”) 

(56) CARBON DEPOSIT: This is also a fre¬ 
quent cause, see page 201 to 203; also 
see page 623 for carbon troubles. 

(67) LOOSE OR WORN PISTONS: Will cause 
a knock as explained in chart 254. 

(58) CARBURETION: Too rich a mixture will 
cause a gas knock. 

(59) ENGINE OVERLOAD ON HILL: Shift 
to lower speed. 

ENGINE WILL NOT STOP WHEN 

SWITCHED OFF. 

(60) IGNITION: If firing is regular the switch 
is defective. If firing is irregular, pre- 
ignition is the cause. Caused by poor oil 
as explained on page 202. This carbon 
hardens and becomes red hot, hence 
“pre-ignition,” (see index “pre-igni¬ 
tion.”) 

Stop engine by closing throttle and as 
soon as the engine cool3, locate the cause. 

(61) MISCELLANEOUS OTHER CAUSES: 

Overheating as explained from (44) to 
(63), this instruction, may be the cause. 

ENGINE RUNS WELL EUT CAR DRAGS. 

(62) CLUTCH IS LIKELY SLIPPING: The 
spring needs tightening. If leather faced 
cone type; too much oil on the leather. 
Clean with gasoline squirted on with an 
oil gun. If this don’t hold, use Fullers 
earth (last resort). If multiple disc type; 
clutch spring at fault or plates worn. 

A slipping clutch is detected by the en¬ 
gine speed not conforming with speed of 
car when throttle is opened. This ratio be¬ 
tween car and engine is soon learned by 
experience. 

CLUTCH DRAGS. 

(63) IF CONE TYPE: The clutch may not 
clear the fly wheel when thrown out. If 
multiple disc type; the oil may be too 
heavy and sticks to plates, (see instruction 
15, page 203). 

CLUTCH GRABS OR IS FIERCE. 

*(64) IF CONE TYPE: Leather too dry, clean 
with gasoline (see 62) then put on castor 
oil or neats foot oil to soften. 

If multiple disc use lighter oil after 
cleaning. Spring may be too tight, (see 
repair subject “care of clutch.”) 

OIL ON CLUTCH LEATHER—(cone type)—see 
page 38 and index, “clutch repairing.” 

(67) CAUSE: Too much oil in crank case—oil 
works out engine bearing. 

ENGINE BACK FIRES IN MUFFLER. 

(68) IGNITION: Usually occurs when coast¬ 
ing with spark off and retarded and sud¬ 
denly throwing on switch, thereby firing 
charges which have entered muffler un¬ 
fired. 


(69) CARBURETION: Mixture too weak to 

fire, or mixture right but sparking wrong, 
one cylinder missing fire and pumping ex¬ 
plosive charges into muffler which ignites 
from heat of the next exhaust change. 
Missing of ignition, valves leaking. Gaso¬ 
line supply failing, (see page 168 to 170.) 
Remedy: (1) Examine as in last sec¬ 

tion; particularly see if the plug points 
are too far apart. (2) See that all cyl¬ 
inders are firing regularly. (3) Adjust 
carburetor. (4) See if plenty of gaso¬ 
line in tank. 

CRANK CASE BECOMES VERY 

HOT AND ENGINE WEAK. 

(70) CAUSE: Serious leak of exploded gas 
past piston rings—rings worn or broken 
—crack in head of piston—piston pin loose 
in piston and allowing gas to escape along 
bearing. See repair subject for “testing 
piston ring leaks.” 

OVERHEATING OF EXHAUST PIPE 

AND MUFFLER. 

(71) CAUSE: Carburetor trouble over-rich 

mixture, valves out of time, very late 
spark, running too long on low gear, 
using too much gas, exhaust throttled, in¬ 
sufficient lift on valve or choked muffler. 

This condition is the result of some¬ 
thing by which the mixture is not com¬ 
pletely burned in the combustion space, 
but continues to burn in the exhaust pipe 
and muffler. 

A mixture that is too rich or too poor, 
usually the former, will burn slowly and 
will still be burning during the exhaust 
stroke. 

If the exhaust valve opens too soon, the 
charge will escape before it has done its 
work. 

Very late ignition will not give enough 
time to permit the charge to bo burned be-, 
fore the exhaust valve opens. 

ENGINE MAKES AN UNUSUAL 

HISSING NOISE. 

(72) CAUSE: Spark plug porcelain broken, 
joint between engine and exhaust pipe 
loose, exhaust pipe cracked, compression 
cock worked loose, spark plug not tightly 
screwed into cylinder, valve caps may be 
loose; probabilities are the exhaust pipe 
or a spark plug is loose. 

GASOLINE FAILS TO REACH THE 

CARBURETOR. 

(73) CAUSE: Gauze strainer in base of car¬ 
buretor choked—obstruction in the supply 
pipe—air lock at a bend in supply pipe— 
(see page 192, refers to water) pressure 
leakage from tank, or if a gravty tank it 
may be air-bound—floating obstruction in 
gasoline tank covering the gasoline outlet 
—gasoline pipe near exhaust pipe causing 
a vapor lock. Vent hole in filler cap 
clogged. 

CONTINUAL EMISSION OF SMOKE 

FROM MUFFLER. 

(74) CAUSE: Engine being over-lubricated; 
readjust lubrication to give a slower rat? 
of oil flow—the emission of black smoke 
indicates that the carburetion is too rich, 
(see pages 202, 169). Piston rings leak. 

CRACK IN CYLINDER. 

(75) EFFECT: Water in combustion chamber 
or in crank chamber—air bubbling through 
radiator on pulling engine over compres¬ 
sion. (see page 713.) 

CARBURETOR DRIPS. 

(76) CAUSE: Float valve mechanism out ef 
order; examine float and grind the float 
needle valve. Usual cause is due to dirt 
under needle valve or float set too high, 
(see also, page 167.) 

ABNORMAL NOISE FROM 

TRANSMISSION GEAR. 

(77) CAUSE: (Other than due to unskillful 
changing of the gears)—want of lubrica- 


*Numbers 65 and 06 omitted ; error in numbering. 


DIGEST OF TROUBLES. 


581 


tion of gears in change-gear box or bevel 
drive on back axle—pinions damaged— 
teeth broken or worn down—nut loose in 
gear box and fouling gears—clutch drum 
or fly wheel loose—universal joints on 
transmission shaft badly worn or dam¬ 
aged—bearings in gear box worn, allow¬ 
ing shafts to rock about—sliding member 
of clutch out of alignment with cone (sets 
up harsh grating noise)—wear of jaws of 
positive clutch in gear box. 

SQUEAKS AND SIMILAR NOISES. 

(78) CAUSE: Fork actuating clutch wants lu¬ 
brication—one or more bearings over¬ 
heating and want of lubrication—one or 
more of the brakes partly on—bearings of 
spring shackles want lubricating ( on some 
cars the spring ends work in a slide, 
which requires occasionally lubricating) — 
valve stems running dry in the guides. 
Fenders and hoods are usually the cause of 
most noises. 

LUBRICATOR STOPS WORKING. 

(79) CAUSE: Oil pipe choked—feed nipples 
choked—pump shaft may be broke, us¬ 
ually due to clogged pipes. May need 
priming. Loose connections. 

OIL FEED GAUGE DOES NOT 

SHOW FLOW OF OIL. 

(80) SEE IF OIL IN CRANK CASE. Clean 
Strainer. Examine pump and pipe con¬ 


nections. Oil may be too cold to flow, 
(see page 199). Oil pump may need 
priming. 

OIL LEAKAGE FROM ENGINE. 

(31) CAUSE: Bearings badly worn and pas¬ 
sing out bearing journal—gaskets not 
tight—screws loose. Crank case flooded 
with oil (lubricator working too rapidly). 
Cap screws holding lower crank case not 
tight. Gaskets leaking. 

For ignition troubles see pages 233 to 241, 247, 
249, 253, 543. 

For magneto troubles see pages 297 to 300. 

For carburetor troubles see pages 166 to 171. 

For starting motor troubles see pages 416, 422," 
408, 429, 737, 577, 864A. 

For cooling troubles see pages 189, 191, 789, 
714, 715. 

For generator troubles see pages 409, 411, 416, 
429, 737, 864C, 410. 

For carbon troubles see pages 202, 624, 625 and 
index. 

For storage battery troubles see pages 454, 457, 
458, 421, 422. 

For miscellaneous repairs and adjustments see 

Instruction No. 46. 

For Tire troubles see pages 566, 567. 


QUESTIONS ANSWERED. 

The following are some of the questions answered by A. L. Dyke in the St. Louis Globe-Democrat 
and the New York Times—Automobile Query Columns, during the past few years. The questions and 
answers have been partially classified. 


First Auto Show. 

Q. —What year was the first automobile show 
held in Chicago and also New York$< 

A.—The first show held in New York was in 
November, 1900, at Madison Square Garden, un¬ 
der the auspices of the Automobile Club of 
America. A feature of the show was a board 
hill built on the roof of the garden, to prove 
that the new vehicle would not only propel itself, 
but would climb a grade. The novelty of the 
idea appealed to the public. The first automobile 
show in Chicago was at the Coliseum in March, 
1901. Eighteen vehicles were displayed. The 
gate receipts were $3,200. Mr. Sam Miles was the 
manager. 

First Four-Cycle Gasoline Engine. 

Q.—Who invented the first gasoline engine? 

A.—Nicolaus August Otto, Deutz, Germany, on 
August 14, 1877, was granted patents covering 
the four-cycle engine and the principle of com¬ 
pressing the mixture before exploding it. This is 
the principle still used on automobile engines at 
present. The conception of compression and four 
cycles of operation was not, however, original 
with Otto. He combined these ideas into a 
practical engine. They were twelve years in 
the making, and three countries participated in 
their evolution. The conception started in 1862, 
when a Frenchman, Alphonse Beau de Rochas, 
obtained a patent and wrote a pamphlet on the 
four-cycle engine. Six years later Boulton, an 
Englishman, secured a patent covering the use 
of compression in an engine. However, Boulton 
failed to work out the necessary means for com¬ 
pression in a practical way. 

• 

First Power Propelled Vehicle. 

Q.—When was the first power-propelled vehicle 
invented ? 

A.—Experiments date back to 1770, when 
Joseph Cugnot, a French engineer, built the first 
automobile. He constructed a steam automobile 
that hauled 2% tons three miles per hour, and 
this vehicle is still preserved in France. In 1802, 
the first practical steam automobile was built by 
Richard Trevitluck of England, using a crank 
shaft for the first time and driving by gears 

from the engine to the road wheels. In 1821, 

Julius Griffiths of England built the first com¬ 
fortable steam vehicle, tho first vehicle to have 
a coach design of body, with seats carried on 
springs, as they are today. In 1831 Summers 
& Ogle of England built a three-wheel tubular 

boiler and two-cylinder engine which attained a 
speed of thirty-two miles per hour. The first 


motor vehicle to carry passengers regularly for 
hire was built by Walter Hancock of England 
in 1834. The motive power was steam. 

First Pneumatic Tires. 

Q.— (1) Who invented the pneumatic tire? 

(2) What year did American manufacturers of 
automobiles begin to use the double tube tire? 

(3) What were the prices of tires from 1900 to 
1915? 

A.— (1) At present the honor of inventing 
pneumatic tires is disputed between two claimants: 
R. W. Thompson, a Scotchman, and John Dunlap, 
an Irishman. The former devised an automobile 
rubber tire in 1839, but it never came into use, 
as it was a very crude affair and seemed of no 
practical service. Thompson’s tire was a single 
tube appliance and was invented in 1845. The 
solid rubber cushion tire and the single-tube 
air tire was used considerably in 1899 and 1900. 
The double-tube penumatic tire did not come 
into general use on automobiles until 1902. (2) 

Single-tube pneumatic tires were generally used 
up to 1903. Double-tube tires were in use in 
1902 and were extensively adopted in 1903. (3) 

For a 30x3%-inch single-tube tire the price in 
1900 was $28; in 1901, $25; in 1903 the double¬ 
tube tire casing and tube cost $41; 1913, $21.95; 
191$, $14.30. 

First American Auto Road Race. 

Q.—Where and when was the first American 
Automobile Road Race run in America? 

A.—Motor Age, April 19, 1900, says: “Ameri¬ 
ca’s first auto road race was run over a fifty- 
mile course on the famous Merrick road on Long 
Island yesterday morning. A. L. Riker, with 
a five horse-power electric racing wagon, won by 
a quarter of an hour; time, 2:03:30. S. T. Davis, 
Jr. in a steam Locomobile, four and a half horse¬ 
power, was second; time, 2:18:27. Alexander 
Fisher, in a gasoline runabout built by the Auto¬ 
mobile Company of America was third; time, 
2:30:01." The article further states that the 
racers wore auto caps, goggles and mouth pro¬ 
tectors. Riker wore no auto togs at all, but 
got there just the same. This speed is averaged 
now almost daily on the streets. 

First Auto Race. 

Q.—Where was the first automobile race held 
in America? How many cars started? How many 
finished ? 

A.—Chicago made the earliest attempt at an 
automobile race, November 25, 1895. Six cars 
started over a course of fifty-four miles, from 


582 


DYKE’S INSTRUCTION NUMBER FORTY-THREE. 


Jackson Park to Evanston and back again, for 
a prize of $500 offered by the Chicago Times- 
Herald. Four of the cars were propelled by 
gasoline and two by electricity. Two cars fin¬ 
ished. Charles E. Duryea won in ten hours and 
twenty-three minutes. The course was covered 
under highly unfavorable conditions, the roads 
being heavy with mud and snowy 6lush. 

tSpeed, Motorcycle vs. Auto. 

Q.—What is the best time ever made by a 
motor cycle? Some say the motor cycle is faster 
than any automobile. 

A.—The best time ever made by a motor cycle 
was one mile in 37 seconds, or less than 100 
miles per hour.* This was accomplished by Lee 
Humiston at the Los Angeles Motordrome, Novem¬ 
ber 5, 1911. The fastest automobile time ever 
made was by a Fiat, driven by Arthur Duray 
at Ostend in 1913; time 142.9 miles per hour. 

Earnings of Racing Drivers. 

Q.—What are the earnings of racing drivers? 

A.—During 1915 Resta earned $37,750; Ander¬ 
son, $37,000; Cooper, $31,750; De Palma, $24,600; 
and Rickenbacker, $24,000. 

♦♦Castor Oil as a Lubricant. 

Q.—Do the race drivers use castor oil ex¬ 
clusively in their high-speed engines, or is it 
compounded ? 

A.—Very few racing drivers use pure castor 
oil. In each of the big races not more than one or 
two drivers have used it. Nowadays, when castor 
oil is used, it is not compounded, but in for¬ 
mer years it was sometimes mixed with alcohol. 
It may be that some drivers are secretly using 
their own mixing process. 

Auto Club of America. 

Q.—In what year was the Automobile Club of 
America organized, and how many cars were 
produced that year? 

A.—On Wednesday, January 7, 1899, a public 
meeting was held at the Waldorf-Astoria Hotel, 
New York, and as a result the National Auto 
Club of America was chartered on the following 
August 6. Six hundred machines were produced 
in 1899. 

First High Tension Coil. 

Q.—When was the jump-spark coil invented 
and first used? 

A.—In February, 1852, Emperor Napoleon of 
France offered 50,000 francs to the man who 
could produce the most important electric in¬ 
vention during the next five years, which period 
was later extended five years. This award was 
finally given to H. D. Ruhmkorff, a Paris in¬ 
strument maker, for inventing the jump-spark 
coil, often referred to as the Ruhmkorff coil or 
high-tension coil. This coil, however, was first 
actually developed by Prof. Charles G. Page 
of Washington, D. O., following the researches of 
Faraday, Joseph Henry and W. Sturgeon, about 
1831, and really should be more properly termed 
Page’s coil. 

First Rubber Tire. 

Q.—When was rubber first discovered and who 
made the first rubber tires ? 

A.—The first mention of rubber was in 1525, 
when the Spaniards in Mexico saw the natives 
playing with balls of a remarkable elasticity. 
In 1770 it was suggested as an eraser for pencil 
marks. In 1823 Macintosh of Manchester, Eng¬ 
land, found that rubber would dissolve in benzine 
and began making waterproof fabrics. In 1832 
the Roxbury Rubber Company was formed in 
Massachusetts to engage in this work and Charles 
Goodyear was one of its employes. Goodyear 
discovered vulcanization in 1835. In 1842 he be¬ 
gan producing rubber shoes. The first use of 
rubber tires was when Dietz in 1835 patented a 
rubber cushion applied to an iron ring or tire. 
R. W. Thompson, an Englishman, December 10, 
1845, patented the first pneumatic tire. 

Right Side of an Automobile. 

Q.—Which is the right side of an automobile? 

A.—The right side of an automobile is always 
understood to be the right of the driver when 


seated in the car, not of the person standing 
in front of the car. 

Garage and Limousine. 

Q.—Kindly give me the derivation of “garage’’ 
and “limousine.” I judge both are of French 
origin. 

A.—Yes, both words are of French derivation. 
Garage is a derivation from “gare,” a station or 
terminal for either railway trains or boats, 
“Garage,” as a noun, means, in both French 
and English, a place in which motor cars are 
stored. The term “limousine’ was originally 
applied to a cloak worn by the inhabitants of 

Limousine an old province of Central France. 
It was later extended to the covering of a car¬ 
riage, and then to a type of motor car body 
with a permanent top projecting over the driver. 

Pronounciation of Auto Words. 

q.— (i) What iB the correct pronounciation of 
chassis? (2) Of Fiat? (3) Of Peugeot? (4) 

Has the Lozier motor of the 1913 and 1914 light 

six, ball bearings on the mpin and connecting rod 

bearings of the crankshaft ? 

A.— (1) ChassiB is pronounced shase, the a iB 
like a in ask and the e is like e in event. The 
accent is on the first syllable. (2) Fiat is pro¬ 
nounced Fee-at, accent on the first syllable. (3) 
Peugeot is pronounced Pu-jo, the u being like u 
in pur and the j being soft. (4) The light six 
Lozier did not have ball bearings on crank shaft 
or connecting rods. 

Meaning of Words used in Connection 
with The Auto. 

Q.—Will you oblige me with the meaning of 
following words I see quite often used in con¬ 
nection with the automobile, cardan joint, panta- 
sote, bore and stroke, accelerator. 

A.—Cardan joint is the same as universal joint. 
Pantasote is an imitation leather used for up¬ 
holstering and tops. The bore of an engine cylin¬ 
der is the measurement across the circular space 
in which the piston moves. It is another term 
for the internal diameter of the cylinder. The 
stroke is the length of the path through which 
the piston moves in the cylinder, and is exactly 
equal to the diameter of the circle made by the 
crank pin. The purpose of an accelerator is to 
open the throttle by means of a pedal on the 
foot board independent of the hand throttle. It 
opens the throttle more quickly than the hand 
throttle, hence the term “accelerator.” 

Water in Crank Case. 

Q.—How does water get into my crank case 
and mix with my oil? The gasoline is strained 
and the lubricating oil is all right. 

A.—Two things may cause the trouble; one of 
chemical origin, the other ill-fitting piston rings. 
When gasoline is burned with the proper amount 
of air the hydrogen and carbon of the gasoline 
combine with the oxygen of the air to form 
water and carbon dioxide. Hence, water is 
always one of the products of combustion and 
exists in the cylinder in the form of superheated 
steam. Ill-fitting piston rings and scored cylin¬ 
ders allow gas to blow by, consequently more 
water will condense in such engines. This is 
more common with six and multicylinder engines, 
because there is more ring surface, consequently 
more chance of leakage. The carburetor adjust¬ 
ment is $lso important. A mixture containing 
much gasoline means an excessive amount of 
water, just as sure as it means a formation of 
carbon in the cylinder. 

High Altitudes. 

Q.—Does the water become heated more quick¬ 
ly in a high altitude than a low altitude? 

A.—Water boils at a lower temperature in a 
high altitude because the pressure of the at¬ 
mosphere, which water must overcome before 
it can boil or change into steam, is lower in a 
high altitude. At an elevation of one mile water 
will boil at a temperature 10 degrees lower than 
at sea level. In crossing the Rocky Mountains 
the road is frequently much more than one mile 
above sea level and water boils away very rapidly. 


*There are 3600 seconds in one hour. To find the miles per hour, divide 3600 by the time it takes 
to make one mile. tFigures are not now correct. **See page 918. 


QUESTIONS AND ANSWERS. 


583 


Use of Graphite in Engine. 

Q-—Can graphite be used in an automobile 
engine ? 

A.—Yes. See page 205. 

Which is the Best Car? 

Q.—I am considering purchasing a car. Ad¬ 
vise me which of the three you would advise 
and the advantages of one over the other—Dodge, 
Overland, Maxwell? 

A.—Comment on relative merits of cars in 
this department is irregular. All those you name 
are good cars. I will tell you how I would settle 
the choice, if I .were unable to decide otherwise, 
go to several used car concerns and ascertain 
which car brings the best price. This may answer 
your question. (see pages 527 and 528.) 

Ratio of Geaxing Leading' Cars. 

Q.—What is the ratio of gearing (high speed) 
of some of the leading cars? 


Studebaker Four .4 to 1 

Studebaker Six ..3.7 to 1 

Hupmobile . .. 4 to 1 

Saxon Four and Six .4.75 to 1 

Grant .4.50 to 1 

Reo .4 to 1 

Empire .4 to 1 

Haynes .4.07 to 1 

Buick .3.77 to 1 

Overland 86 .4.01 to 1 

Overland 83 . 3.70 to 1 

Oakland Eight ....4.8 to 1 

Oakland Large Six .4.25 to 1 

Oakland Small Six .4.42 to 1 

Willys-Knight .4 to 1 

Chevrolet 490 .3.67 to 1 

Chevrolet .4 to 1 

Chalmers M. 6 ,,3.75 to 1 

Chalmers 48 .4 to 1 

Chalmers 40 .4.50 to 1 


Ratio Gearing; 1st, 2nd, 3rd and Reverse. 

Q.—What is the difference in ratio of gearing 

on first, second and third, or low, intermediate 
and high, of a car? 

A.—This varies slightly in different cars. The 
ratio on a King Eight, for instance, is: First 
or low speed, 14.8 to 1; seeond or intermediate 
speed, 8.7 to 1; third or high speed, 4.6 to 1; 
reverse, 18 to 1. See page 22 for explanation of 
ratio. 

Meaning of 25-35; Engine Rating. 

Q.—What does 25-35 horse-power mean? I 
note many manufacturers rate their engines with 
two ratings. 

A.—The 25 means the horse-power acording 
to the Society of Automobile Engineers’ formula 
at 1000 r.p.m. The 35 means the actual block test 
the engine is capable of developing at full speed. 
It is taken for granted that the engine will develop 
25 horse-power continuously, aDd will stand an 
overload of 35 horse-power for short periods. Most 
electric generators will stand a considerable over¬ 
load for a short period but will heat if run over¬ 
loaded continuously. The same applies to the 
automobile engine. 

« 

Advisability of using Engine as a 
Brake Downhill. 

Q.—I should be obliged if you will inform 
me whether it pays to save the brakes when de¬ 
scending a hill and to use the compression of 
the engine by switching off? Is it not correct 
to assume that the engine is using as much gas 
as though it were driving, and is thus wasting 
fuel? I may say, however, that the brake effect 
is very good, even with top gear in use. It 
is only when descending an unusually steep hill 
that there is any need to use the foot brake. 


A.—It can be recommended as good practice 
to use the engine as a brake, provided that it 
draws in pure air and not mixture. This is 
most wasteful, as it is equivalent to having the 
engine running at full throttle all the time. The 
correct practice would be to shut the throttle 
and open an extra air valve which could be pro¬ 
vided on the inlet pipe. In this way the engine 
serves as an economical brake, and prevents wear 
and tear of the regular brake Bhoes 


Four Speed Transmission Gear Ratio. 

Locomobile: Four speeds forward, one reverse; 

direct on fourth. Ratio of various speeds using 
3.85 to 1 rear axle gearing are as follows: 


1st speed .15.40 to 1 

2nd speed . 7.39 to 1 

3rd speed . 5.38 to 1 

4th speed (direct) . 3.85 to 1 

Reverse.21.75 to 1 


Pierce Arrow: 38 and 48 H. P. cars both have 
four speeds forward one reverse; direct on fourth. 
Bevel gear ratio on the 38 H. P. is 3.78 to 1 and 
3.53 to 1 on the 48 H. P. 


1st speed 
2nd speed 
3rd speed 
4th speed 
Reverse 


38 

3.88 to 1 
2.22 to 1 

1.65 to 1 
. direct 

4.66 to 1 


48 

4.1 to 1 
2.15 to 1 
1.65 to 1 
direct 
4.93 to 1 


Winton: Model 22, 48 H. P. Car and model 22A, 
33 H. P. (1916 to 1919) both have four speeds, 
but direct is on third. Rear axle ratio of model 
22, 4-1/12 to 1 and model 22A, 4-8/11 to 1. 


1st speed 
2nd speed 
3rd speed 
4th speed 
Reverse 


3.29 to 1 
1.61 1 o 1 
direct 
.78 to 1 
3.94 to 1 


If Engine Overheats and Piston Sticks. 

Q.—If on acount of overheating a piston be¬ 
comes “seized” or stuck what is best to do? 

A.—See index “Seized piston.” 

Wire on a Magneto. 

Q.—How many feet of wire is used on a low 
and high tension coil, and what size of wire is 
used ? 

A.—There are many thousand feet of No. 36 
or No. 42 small silk covered copper wire on a 
secondary winding, see page 240. 

Signs of Punctured Insulation. 

Q.—What are the signs of punctured insula¬ 
tion in the high tension winding of a magneto 
armature, and how would you test? 

A.—If the insulation is punctured on the high 
tension wire winding, the result would be that 
there would be a weak spark, and finally where in- 
sultation was punctured and bare, a spark would 
very likely jump through to other .winding unless 
the top layer was well insulated, and eventual¬ 
ly short circuit and put the armature out of com¬ 
mission altogether; but the first noticeable result 
would be a very weak spark or no spark at all. 
See pages 235,* 249 and 253, “testing a coil.” 

Cause of Noise; in Timing and 
Magneto Gears. 

Q.—I have a -car fitted with magneto 

ignition run by gears. When engine runs slow or is 
slowly revolved, these gears seem to kick back and 
forth and make a lot of noise, what is the cause? 

A.—The cause of this is worn gears. Very likely 
on the magneto side, and this “pull back” as 
you call it, is occasioned by the pull of the arma¬ 
ture of the magneto. If you have ever turned 
over the armature of a magneto, you know how 
it jumps at a cerain point, which is caused by 
the pull of the magnets on the armature. 

Now, when engine is running slow, and this 
point is reached, this is what has a tendency to 


Replacing Ring Gear on a Differential. 


Q.—When replacing a ring gear on a differential 
is it best to hot rivet or cold rivet same? 

A.—Either the cold or hot rivet can be used. 
At the factories where they have special power 
riveting machines the work is done with cold 
rivets and in one-tenth of the time. 

The average blacksmith or repairmen, however, 
will probably find it better to heat the rivets, 


which is often done where there is only a hammer 
to do work with. 

In placing a- ring gear on a differential one of 
the greatest causes of noisy gears is due to the 
fact that the differential flange to which the ring 
gear is attached is often out of true and should 
be carefully trued up before fastening the ring 
gear to it. 











































584 


DYKE’S INSTRUCTION NUMBER FORTY-TIIREE. 


pull the gears, and if the gears are worn, they 
will be noisy. 

It is advisable to put in a new idler gear, and a 
new magneto drive gear. 

When new gears are fitted, sometimes they 
make a great deal of humming noise. This noise, 
can sometimes be taken out by placing oil on the 
gears and holding “tripolite” on them while they 
are in motion. (Re sure not to get any tripo¬ 
lite on the bearings.) 

The Spark—Why Blue or White. 

Q.—Why is it that some coils give a thin blue 
spark and others a white thick one? I believe it 
is on account of the winding being burnt in some 
place or the insulation injured—am I right? 

A.—Coils wound for low voltage and large am¬ 
perage give fat red spark. 

The Bosch Magneto Co. describe it as the “arc- 
flame.” Weak or damaged coil will give thin 
spark, but will not jump a very wide gap. 

Sparking Across Safety Spark Gap. 

Q.—Why is it that a magneto and coil, sparks 
across the “safety spark gap” irregularly, when 
the engine runs slow, but stops when speeded up? 

A.—Expansion of surplus gas, causes excess 
compression through which spark will not jump. 

If Battery Gives out on Road. 

Q.—If batteries run down and I have no other 
ignition electric source what would I do? 

A.—Try nearest farm house and borrow or buy 
the telephone batteries. 

Magnet Lifting Power. 

Q.—Should the magnets of a magneto lift a 
weight of from 10 to 20 lbs. singly or all to¬ 
gether ? 

A.—If a magnet is hung up and pieces of 
metal added to it from time to time, it will take on 
in this way two or three times as much as it would 
carry if required to lift the load at once. A 
Bingle magnet will lift from 4 to 6 lbs. in normal 
condition. 

Locking a Car. 

Q.—I understand it is not a good idea to lock 
the wheels of a car in the down-town district, 
because the fire department might need to move 
car in case of fire. What method of locking a 
car would you recommend? 

A.—If you have a Ford, use a K. \V. ignition 
switch with Yale lock which can be secured at 
any supply house. Otherwise, use a secret plug 
switch, placed where it will not be seen, to 
open the ignition circuit, or close a padlock on 
the spark and throttle lever to lock it to the 
web of the steering wheel. The latter arange- 
ment however, is not altogether practical if there 
is an accelerator. 

Right of Way; Wagon or Auto? 

Q.—If an automobile is back of a wagon as 
the wagon is going the same way, is it necessary 
or does the law require that the wagon give 
the auto the road so he can pass? 

A.—In the city an ordinance requires all 
slow moving vehicles to keep to the curb side 
of the street on the right, and faster vehicles 
to pass in the center to the left of the slow 
vehicle. On country roads, section 8 of state 
automobile laws, provides that anyone driving 
a motor car who overtakes any horse or animal 
being ridden or driven, the rider or driver of 
the animal shall turn to the right side of road 
to permit free pasage on left side. 

Right of Way on Cross Streets. 

Q.—Which car would you say had the right 
of way, one coming out of a cross street onto a 
thoroughfare, or the car on the thoroughfare? 

A.—A car coming out of a street to your 
right has right of way over you, as you have 
over the car coming out of a street to your left. 
See chart 218. 

Greatest Number of Miles of Road. 

Q.—What state has the highest mileage of 
roads? Are the roads of Missouri being im¬ 
proved ? 

A.—Kansas has the greatest number of miles 
of road; 111,536. Missouri comes second with 
108,000; Iowa third, with 104,000; Illinois fourth, 
wuh 100,000. In 1912 Missouri had the greatest 
mileage. Out of the 108,000, miles of Missouri 


roads, 4750 miles are improved, 103,250 mile* 
are dirt roads and 3500 miles ar.i gravel. Mis¬ 
souri made no improvements at all in 1914. 
Indiana however, spent $17,000,000 in 1914 for 
improvements; Iowa, $11,000,000; New York, 
$14,000,000, and very near all other states made 
improvements costing from $156,000 to $9,000,000 

Re-Painting a Radiator. 

Q.-—Will you suggest a good method for re¬ 
painting a radiator? 

A.—The best plan is to take the radiator to 
a specialist, who will dip it. If you prefer to 
do the work yourself, remove the radiator, lay it 
flat and pour upon it a mixture of lampblack 
and turpentine made so thin that it w r ill run onto 
the sides of the cells. Wipe off any of the mixture 
which may splash on the painted part of the 
radiator before it dries. At first the color will 
appear gray, but will soon darken (see page 194 
and index.) 

Muddy Radiator; Cleaning. 

Q.—The front of my radiator is muddy. What 
is the best plan for clearing it? 

A.—When it is necessary to clear the radia¬ 
tor spaces of accumulated mud, you should flush 
the radiator from the rear, not from the front. 
In that way you avoid getting water into the 
magneto or ignition system, which is often short- 
circuited when the moisture enters it. 

Front Axle Bent. 

Q.—I bent my front axle, but local blacksmith 
is afraid to try to bend it back, as he says it 
was made of special steel. 

A.—Axles are usually made of nickel steel. 
To straighten, heat to a cherry red, then straight¬ 
en. If heated hotter than a cherry red all the 
nickle will be taken out of the steel. 

Side of Street to Stop on. 

Q.—If a tire is blown out and it is necessary 
to stop, what side of the road would I stop on and 
leave car? 

A.—Obey the traffic law, see rules of the road. 

Engine Uses Too Much Oil. 

Q.—I have a car that has always used too 
much cylinder oil. I recently had nonleaking 
piston rings applied, one in each piston, although 
the old rings were good and the cylinders were not 
worn, the tool marks not being effaced. 
Can you give me a remedy for the oil getting 
by the piston rings and fouling the spark plugs 
and valves? 

A.—It is possible that the cylinders have been 
worn out of round or that the pistons fit poorly. 
A good mechanic should be able to micrometer the 
pistons and cylinders and determine whether this 
is the trouble. If the cylinders are in good 
shape and the pistons fit poorly the remedy is to 
inst-ll oversize pistons. If the cylinders are 
scored the only remedy is reboring the cylinders 
and fitting new pistons, see also page 202. 

Oil Leaks from Bolt Holes of 
Crank Case. 

Q.—How can I stop the oil from leaking 
through the bolt holes of the lower crank case 
cover and out of the fly wheel housing drain 
plug? 

A.—Back the studs out about % inch and 
wind five or six turns of cott»n twine around it 
between the lock washer and the case cover. This 
will positively stop the leak through the stud 
holes. However, we are inclined to think your 
oil is running down the side of the case from 
some other point. Perhaps the valve push rods. 
Wipe all oil off thoroughly and run the engine 
idle at about 600 or 800 r. p. m. and see for 
sun. where the oil comes from. 

Causes of Vibration of Engine. 

Q.—About a year ago ray engine began to 
vibrate, at around about 25 miles per hour. It 
did not vibrate when new, and I would like to 
know what causes vibration. It operates O.K. 
outside of that. Bearings are O.K. In fact, it 
runs just as smooth as when new, except that it 
vibrates. Will a crank shaft that is out of line 
or out of balance cause this 7 

A.—Vibration is due to forces being out of 
balance or unequal, for instance; engine loose 
on frame, uneven compression, weak explosion 
in one or more cylinders, due to leaky rings or 
valves or too much oil in that articular cylinder. 


585 


QUESTIONS AND ANSWEliS. 


Defective spark or plug. Sprung crank shaft. 
Clutch out of balance. New full size bearing and 
shims on one crank throw, and the old worn or 
lighter bearing with shims or liners removed on 
the other crank throw. Different weight pistons. 
Front wheels out of true, rim out of plane with 
Bpokes. Would suggest throw-out clutch and 
run engine idle at different speeds. 

How to Determine Correct Carburetor 
Mixture. 

Q.—How do you determine when the carbure- 
tion mixture is correct by the color of the dame 
from the relief cock and what is the cause of so 
much smoke coming out the exhaust? 

A.—See page 169, 855. 

Kerosene for Cooling. 

Q.—Would kerosene make a good substitute for 
water for use in radiators of cars during winter? 

A.—Objections are the odor of heated kerosene; 
when heated kerosene evaporates and is liable to 
cause a fire if near a dame; on warm days in win¬ 
ter there is a tendency for engine to heat on ac¬ 
count of difference in co-efficient of heat of kero¬ 
sene and water or alcohol; kerosene rots radiator 
tubing and will also deposit a greasy mist over 
car. Gas is also liable to form and cause expan¬ 
sion and bulging of radiator. 

Kerosene and Gasoline. 

Q.—Xs it possible to use kerosene in the car¬ 
buretor of an automobile? 

A.—Yes, but it is necessary to start on gaso¬ 
line. Many experiments have been made to 
determine the possibility of using low-grade fuels 
like kerosene. They have shown that these fuels 
can be used under proper conditions, but that 
it is difficult for the ordinary motor car user 
to get satisfactory results from them. Gasoline 
is volatile; kerosene is not. Clogging up or 
loading up takes place whenever the engine is 
too cold, after coasting or standing. Often 
when the engine is throttled the fuel’ seems to 
condense, load up the intake pipe' and occasion¬ 
ally flow back into the carburetor. When the 
throttle is then opened this excess fuel is drawn 
into the cylinders, as shown by clouds of smoke 
and carbonization results. Kerosene requires 
some outside heating device to vaporize it. Ex¬ 
perimenters are working on this problem of 
heating and no doubt will succeed in time.. 
“Necessity is the mother of invention,” see index. 

Gasoline and Kerosene. 

Q.—What proportion of gasoline and kerosene 
will work together? 

A.—The proportion of kerosene which can be 
used with gasoline on some carburetors is 1 
gallon of gasoline to 3 gallons of kerosene. But 
starting will have to be with gasoline. Better 
have extra tank of gasoline to start on until 
engine warms up, see index, “kerosene carbure- 
tion.” 

Low Grade Gasoline. 

Q.—Is low grade gasoline suitable for auto¬ 
mobiles ? 

A.—The present day gasoline for automobiles, 
is usually in three grades, called No. 1, 2, and 3. 
The lowest grade No. 3 is used quite freely, but 
if its sets for a week unused you will likely find 
that all the coal oil in the gasoline, which is the 
heaviest, has settled ,at bottom of tank and hence 
difficult starting. If' you stir it up or take an oil 
gun and draw off some from top and put in car¬ 
buretor to start on it will probably help. See 
page 161. 

Why Engine Runs Smoother at Night. 

Q.—I have always noticed that my engine runs 
smoother or better at night. Why is this ? 

A.—Experiments with stationary internal com¬ 
bustion engines have shown that water vapor 
steam—injected into the combustion chamber 
gives an advantage, but the reason is not clear. 
On the same principle an engine runs better at 
night when there is more moisture in the air. 

It mav bo that the additional oxygen supplied 
by the small amount of water aids in the com¬ 
bustion of the fuel. 


Ether and Gasoline. 

Q.—What proportion of ether can be used with 
gasoline to increase power and speed for racing? 

A.—See index for ether. 

Carburetor Drips. 

Q.—When I stop my engine I notice gasoline 
continually drips from the bottom of carburetor. 
What causes this? 

A.—The float needle valve is probably the 
cause. Remedy: Put in a new one. To test: 
Remove carburetor from engine, then test the 
float needle valve by pouring gasoline into the 
float chamber. If gasoline drips from needle 
valve then the trouble is in the needle valve 
and a new one must be fitted. If it does not 
drip at needle valve, but comes from the jet, 
then the float is set too low—slightly raise the 
float. When refitting carburetor back on engine 
be sure a tight fit is made where joined to 
inlet pipe, otherwise an air leak will interfere 
with carburetion. Leather makes a good gasket 
for carburetor. See pages 164 and 166. 

Leaky Carburetor Float Needle Valve. 

Q.—How is a leaky carburetor float needle valve 
ground to keep it from leaking? 

A.—If made of steel use crocus or a fine grade 
of emery with a little oil and grind the needle 
to a tight seat. If brass and the needle is 
tapering lightly tap it with a hammer on its 
seat, then grind a tight seat, using oil. To 
test after grinding, pour in gasoline and note 
whether it drips. A new needle valve is the 
best. See page 167. 

Out of Gasoline on a Country Road. 

Q.—If I was in the country and run out of 
gasoline what would I do to get back ? 

A.—Send for gasoline if none can be secured 
at a farm house. If kerosene could be secured in 
the vicinity, which is more -likely than gasoline, 
then drain tank of what little gasoline is left, 
unscrew carburetor float top, pour in until car¬ 
buretor chamber is full. Mix remainder with 
kerosene and pour into tank. Start engine on 
the gasoline in carburetor, then when started it 
ought to run on gasoline and kerosene mixed. The 
greatest amount of kerosene to gasoline which can 
be used on the average carburetor is 3 to 1. 

Note: this will not work satisfactorily unless 
intake is heated, see page 157. 

Cause of Carburetor Freezing. 

Q.—My carburetor froze up during the last 
cold weather, and I could not start my engine. 
What causes this? 

A.—The presence of an abnormal amount of 
water in the gasoline is the trouble. Garage pro¬ 
prietors say this trouble was never so pronounced 
as at present, and they attribute it to the ad¬ 
ulteration of oils, believed to be carried on to 
a greater extent this season than ever before. 
See page 161. 

Gasoline Consumption. 

Q.—Does it take more gasoline when running 
slow and in congested traffic than when running 
on country roads? 

A.—Yes; this fact was demonstrated by a 
Marmon car recently. In the business district 
of Chicago ten and one-half miles per gallon 
was the average, whereas on streets whero con¬ 
ditions were similar to country roads the same 
car did fifteen and three-fourths miles per gallon. 
Most likely due to the momentum of car in the 
one case, and absence of it, in the other. 


♦Freezing and Boiling Point and Specific Gravity 
of Water. Alcohol. Kerosene and Gasoline. 


Constants 

Water 

Wood Alcohol 

Ethyl 

Alcohol 

Denatured 
Alcohol 
Formula jfl 

Kerosene 

Gasoline 

Freezing 

Point 

+ 32°F 
0°C 

1 ! 

—202°F 
—130°C 

—200°F 
—129°C 

Does not 
have a def¬ 
inite point 
Solidifies 
about —50°0 

—202°F 
—130°C 

Boiling 

Point 

+212°F 
+ 100°C 

153°F 

67°C 

173°F 

78.4°C 

171°F 

77.4°C 

3K7°F 

I97°C 

173°F 

7|.5°C 

Specific 

Gravity 

1.000 
at 0/4°C 

.789 
at 0°C 

.8002 
at 0°C 

.8184 
at 15°C 

.815 
at 15°C 

728 

at15°C 


♦Mercury freezes at 38.7° below zero and boils or gives off gas at 357° above zero, Fahrenheit. 

1 lb 'of gasoline of 58 specific gravity is approximately 8 tenths of a pint. A gallon of gasoline 
(58 s. g.) weighs approximately 6.6 lbs. See pages 587, 861 for number of B T. U.’s to a lb. of 
gasoline. 














586 


DYKE’S INSTRUCTION NUMBER FORTY-THREE. 


Straining Gasoline. 

Q.—I noticed an article in some paper recently 
that by pouring gasoline through a chamois in 
a funnel, electricity was generated, set fire to 
the gasoline and severely burned a man pouring 
the gasoline. Do you think such a thing possible? 

A.—So some one claimed, see page 162. 

Soldering and Bep&iring Radiator Leak. 

Q.—What kind of tool or torch can be used 
for repairing radiators? I find it hard to get 
at the small openings in a radiator with a com¬ 
mon soldering iron. 

A.—Procure at some electric establishment a 
heavy piece of copper wire. Hammer it out to 
fit the place you desire to solder. After solder¬ 
ing, place radiator in a vessel of water. Close 
up one end of the radiator and plug the other 
end. Place a small piece of tubing through one 
of the plugs and pump air into the radiator. Note 
whether it leaks. If it does, mark the place— 
scrape and resolder. See pages 191, 194, index. 

Will a Clincher Tire fit a 
Q. D. Rim. 

Q.—Will the old-style plain clincher tire fit 
a quick detachable clincher rim? Also let me 
know whether a straight-side tire will fit a clincher 
rim ? 

A.—Yes, a plain clincher tire will fit a quick 
detachable clincher rim, but a quick detachable 
clincher tire will not fit a clincher rim. It may 
be forced on, but it will be quite a job, and the 
probabilities are the bead would be damaged. 
A regular clincher tire has a flexible bead. A 
quick detachable tire has a hard bead. I have 
seen a straight side tire on a clincher rim, but 
it is not practical.. See page 553. 

Overloading of Carburetor. 

Q.— (1) When descending grades with the 
throttle closed, the engine shows a tendency to 
overload, and appears to start with difficulty when 
the throttle is reopened. (2) What is the cause 
of a decided rumbling noise in the transmission, 
when the machine is ascending a grade on inter¬ 
mediate gear? 

A.— (1) Too much gasoline. Change the low 
speed adjustment. May be the float is too high, 
if cutting down the gasoline supply does not 
remedy the trouble. The engine will pick up 
sluggish if there is too much gasoline, therefore 
the adjustment ought to remedy this trouble also. 
You drd not mention the make of the carbure¬ 
tor hence definite directions cannot be given. 
(2) All second-speed gears make more noise 
than the high gear. May be worn gears or 
bearings, or both are responsible. 

Metering Pin and Dash Pot. 

Q.—I notice the term “metering pin” and 
“dash pot” used in speaking of carburetors. 
What are they for? A.—See page 151. 

Proportion of Air to Gasoline. 

Q.—What proportion of air is used with gaso¬ 
line in carburetors? 

A.—The best explosive mixture when maximum 
power is desired with the gasoline commonly used 
is 14 parts of air to one part gasoline. From 
this the mixture can range to 17 to 1, the 
latter for maximum economy—see page 142. 

Mixture Which Heats. 

Q.—What kind of mixture heats engine most, 
rich or lean ? 

A.—Lean mixture under load. Rich mixture 
running light—see page 169. 

Different Size Spark Plugs. 

Q.—How many sizes of spark plugs are there 
in general use? Why don’t manufacturers use 
one size plug? A.—See pages 235 to 239. 

Spark Plug Points; Correct Distance to Set. 

Q.—What is the correct distance apart to set 
the points of spark plug and interrupter? 

A.—See pages 235, 233. 219, 297, 298. 


Distance the Spark will Jump. 

Q.—If a spark will jump Vz to % inch out¬ 
side of cylinder what space will it jump inside? 

A.—The spark which will jump from one-quarter 
to three eights of an inch on outside of a cylinder, 
will jump one-sixteenth of an inch inside under 
compression, (see page 236). A spark which 
would jump no further then one-quarter of an 
inch on the outside of the cylinder has worked, 
but we would advise that a coil which jumps three- 
quarters or one inch for general use, because, if 
you use a low grade gasoline it is harder to 
ignite than a high grade. 

Substitute for a Match. 

A piece of waste or 
cloth dampened with 
gasoline is tied to a 
screw driver. One of 
the ignition cables to a 
spark plug is removed 
and placed near enough 
to the electrode so that 
the spark jumps across. 
The cloth is introduced 
between the two and the 
spark will ignite the 
gasoline. 

Engine Continues to Run. 

Q.—I use a magneto and battery for ignition. 
In running on the magneto, when I turn off the 
switch the engine continues to run. Why is 
this ? 

A.—The ground wire from your magneto to 
the frame of your car is evidently broken. In 
magneto ignition the switch closes or short cir¬ 
cuits the primary winding through this ground 
wire. Therefore if the ground wire is broken 
the current could not be short circuited and the 
engine would continue to run—see page 275 and 
276, fig. 1. 

Spark Plugs Indicate Condition of Valves. 

Q.—Can you tell by the condition of the spark 
plugs whether the valves need grinding? 

A.—Yes, if the end of the spark plug is oily 
it indicates too much lubricating oil or leaky 
piston rings. If black soft soot like that which 
accumulates in a lamp chimney, this indicates that 
too much gasoline is being fed to the cylinder 
through intake, causing too rich a mixture. This 
may come from improper carburetor adjustment 
or an air leak in intake manifold. If the ends 
of the plugs are oily and sooty, this would in¬ 
dicate that the valves leak, as this permits burnt 
gases being drawn into the mixture, which would 
result in poor combustion and lack of pressure 
in cylinder, which would permit oil to pass and 
- foul plug. 

Telephone Generator. 

Q.—Can I use a telephone generator taken 
from an old phone for ignition ? 

A.—No; this generator generates a high voltage, 
but practically no amperage or quantity of cur¬ 
rent at all. If you were to run it at high 
enough speed, say 3000 revolutions per minute, 
and had a proper transformer or coil to “build 
up” the current, that is, to reduce the voltage 
and make a higher amperage, it might be used 
with the make-and-break system of ignition. 

Battery Jar Trouble. 

Q.—I have an Exide storage battery which has 
two cells leaking. Can you inform me what a 
hard rubber cell may be patched with, in order 
to stop leakage of acid? 

A.—-A hard rubber jar cannot be patched. A 
new jar will be necessary, which can be secured 
at an Exide storage battery station. A new jar 
will cost about $1.75. 

To Tell (N) and (S) Pole of Magnets. 

Q-—How do you tell the north and south poles 
of magneto magnets? 

A.—To tell the positive and negative poles; 
north pole is positive -|- and south pole is negative 
—. To find north and south pole; use a compass, 
as explained on page 303. 











QUESTIONS AND ANSWERS. 


587 


A “Twin Two” Cylinder Engine. 

Q.—Is there any make of car using a four- 
yylinder ‘‘twin two”? 

A.—The Leon-Peugeot, a French car, uses this 
type of motor. There are two cylinder blocks 
placed 10 degrees apart from the vertical. 

Missing on a 2 Cylinder Opposed Engine. 

Q.—I have an I. H. C. Truck, which has a 
two cylinder opposed type engine. The back 
cylinder misses fire every two explosions. If I 
short circuit the front plug and give a little 
more gas, then it does not miss, but when I let 
the other cylinder work, it misses. 

A.—From this meager information it appears 
that one cylinder is getting too much air and one 
too much gas. The one which misses appears 
to get too much air, either through a worn valve 
stem guide, a worn stem, or where manifold con¬ 
nects with the cylinder. In the manifold, near 
the cylinder which does not miss, drill a small 
hole and put in a pet cock, then gradually let 
in air to equalize. This cylinder evidently gets 
the richer mixture and needs air. 

Laps of Power Strokes on a Twelve. 

Q.—Do two cylinders work together all the 
time on a twelve-cylinder engine? 

A.—On a twin six-cylinder (twelve-cylinder en¬ 
gine) there are twelve periods of 14 degrees when 
three pistons are working together, and twelve 
periods of 46 degrees when two pistons are work¬ 
ing together. This naturally gives steady power 
or torque. See pages 126, 135 and 136. 

Why Racing Engines 4-Cylinder. 

Q.—If the eight and twelve cylinder engine 
gives more flexibility and is considered the com¬ 
ing car, why is it all the racing cars are four 
cylinder ? 

A.—Four-cylinder engines are used for racing 
cars, because there is no advantage in using more, 
when a smaller number will do the same work. 
The six, eight and twelve cylinder engines are 
coming into use because they give more flexibility. 
You can run a car with a six, eight or twelve cyl¬ 
inder engine at very low speed uphill or in traffic 
without changing gears. In a race the desidera¬ 
tum is speed, and flexibility which is an essential 
in the ordinary use of a car, is of no advantage. 

The special designed (overhead valve) 12 cyl. 
Packard engine holds most of the speed records 
now. Therefore when carefully designed for rac¬ 
ing, it is evident that the multiple cyl. engine 
is also suitable for racing. 

Another reason the four cylinder engine is used 
extensively for racing is on account of the higher 
thermal efficiency of larger cylinder, this being due 
to the fact that there is less wall area in proportion 
to the volume, and furthermore, the friction is 
not as high in a four cylinder motor as it would 
be in a motor of more cylinders. Furthermore, a 
four cylinder motor is shorter and lighter than 
either a six or 12 cylinder, probably not any 
shorter than an 8, but the weight per horsepower 
would be less in a four than in an eight. 

Racing engines often use one or two piston rings 
so as to facilitate more perfect lubrication, per¬ 
fectly tight compression being not so necessary 
for high speed motors as for low speed ones, 
furthermore, good compression is more necessary 
for good carburetion at low speeds, while it is 
not so noticeable at the higher speeds. 

Diesel Engine Principle. 

Q.—What is the principle upon which the 
Diesel engine is operated? I understand no 
spark at all is used for ignition. How is the 
gas fired? 

A.—The principle of the “four cycle” type of 
Diesel engine may be briefly described as follows: 
On tbe first or down stroke of the piston the 
Cylinder is filled with air at the atmospheric 
temperature and pressure. No fuel is introduced. 
On the second stroke, the piston travels up and 
the air, drawn in during the preceding stroke, 
is compressed to about 500 pounds per square 
inch, resulting in its temperature being raised 
to about 1000 degrees Fahrenheit, or sufficient 
to ignite any liquid fuel. Then the fuel valve 
opens and a measured quantity of fuel, usually 
oil, is injected into the cylinder through an 


atomizer. The atomized fuel is ignited by the 
high temperature of the air and the power stroke 
follows. On the fourth or exhaust stroke, the 
piston travels up and the burnt gas is expelled 
through the exhaust valve. The Diesel engine 
requires no ignition system and uses the cheap¬ 
est of petroleum, crude, fuel oils or tar oils. 

Speedometer Gearing. 

Q-—Oould the same speedometer be used on a 
30x2% tire that is used on a 30x3 tire? 

A.—Yes. This will not necessitate a corre¬ 
sponding change in gears. It is only necessary 
that the number of teeth in the road wheel gear, 
always be equal to twice the number of inches, in 
the diameter of the wheel. 

Knight Engine, its history. 

Q-—Has the Knight engine been tried out 
fully, or is it still an experiment? What foreign 
manufacturers use it? 

A.—-The Knight sleeve valve type was invented 
in Chicago in 1903. The engine was under ex¬ 
periment until 1905, at which time it was given 
severe tests in Elyria, Ohio. In 1906 Charles 
Y. Knight submitted his engine to the largest 
motor car company of England, the Daimler Com¬ 
pany. After tests, the Daimler Company adopt¬ 
ed it. Other leading European automobile man¬ 
ufacturers who adopted this type of engine are the 
Panhard Company, France; Mercedes Company, 
Germany, and the Minerva Company, Belgium. 

Thermal Efficiency. 

Q.—What is meant by “thermal efficiency”? 

A.—Thermal efficiency is the ratio of work ac¬ 
tually done, when expressed in heat units, to the 
total heat supplied in the fuel that enters the 
combustion chamber and is always less than 100 
per cent. 

For example: Suppose we introduce a lb. of 
gasoline (approximately .8 pint) into a cylinder. 
This amount of gasoline contains about 19,000 
B. T. U.’s (see page 861). Now suppose we 
received from the crankshaft, during the consump¬ 
tion of this pound of gasoline, an amount of work 
equal to 4,424,600 ft. lbs. of work. One B. T. U. 
is a unit or quantity of heat, therefore energy, 
and by experiment has been found to be equal to 
778 ft. lbs. The 4,424,600 ft. lbs. of work we 
received from crankshaft could be expressed as 

4,424,600 

- or 5700 B. T. U. 

778 

The thermal efficiency of the engine would 
then be 5700 B. T. U. divided by 19,000 B. T. U. 
of 30%, thermal efficiency. (See also page 535.) 

Wind Resistance. 

Wind resistance increases in proportion to the 
“square” of the speed: thus at 20 miles per 
hour it is four times what it is at 10 miles, and 
at 30 miles per hour nine times, and so on. (See 
also page 760.) 

Cut Cylinders. 

Q.—What is the process for grinding out worn 
or cut places in cylinder? 

A.—If a worn place is in the cylinder, then 
you must first ascertain if you have thickness 
enough, or wall to grind or bore or ream the 
entire cylinder down to the depth of this worn 
place, and then fit in piston, slightly larger, or 
large enough to take up this distance, (see in¬ 
struction 46.) 

Fire Truck Engine—How Cooled. 

Q.—How does the engine on an automobile 
fire truck cool itself when the engine is running 
continuously for long periods with car standing, 
which is often the case at a fire? My engine 
would soon get hot and the water in the radiator 
would steam. 

A.—There is a cooling line from the discharge 
aide of the main pump directly into the water 
manifold. This is a %-inch line and is con¬ 
trolled by a gate valve which enables the opera¬ 
tor to keep the engine at any desired tempera¬ 
ture. An overflow on the radiator allows this 
cooling water, which amounts to 8 to 10 gal¬ 
lons per minute, to pass off. 



588 


DYKE’S INSTRUCTION NUMBER FORTY-THREE. 


Why Valves are Called "Poppet Valves." 

Q.—Why are the inlet and exhaust valves on 
the gasoline engine called "poppet" valves! 

A.—The valve is continually popping up and 
down as the cam turns, which may account for 
the name "poppet." However, the word poppet 
probably is a corruption of the name puppet, ap¬ 
plied to this type in England, on account of its 
resemblance to the popping up and down of the 
puppets in the old-time Punch and Judy Bhows. 

Lynite Pistons. 

Q.—I notice "lynite" pistons are being ad¬ 
vertised for Ford engines. What is "lynite"! 
What are the advantages! 

A.—Lynite is an aluminum alloy of French 
origin. It is produced in America by the Alumi¬ 
num Casting Company of Detroit and Cleveland. 
Pistons made of this material are one-fhird the 
weight of cast-iron pistons. The manufacturers 
claim greater reciprocating motion, which allows 
quicker acceleration, less friction and less vibra¬ 
tion. The McQuay-Norris Manufacturing Company 
of St. Louis controls the exclusive sales of Lynite 
pistons for Ford cars, which are sold in sets. 

Annular Ball Bearings. 

Q.—I often hear the term "annular" ball 
bearings. What kind of bearing is this? 

A.—Two types of ball bearings are in general 
use on motor cars, the "annular" and the "cup 
and cone." Annular means "ring shaped." The 
balls on an annular bearing move around the 
center of the inner race. They carry the load 
radially and do not take care of the thrust load. 
The cup and cone type of ball bearing can be 
adjusted and will carry a thrust load as well 
as a radial load, see page 36. 

Ford Magnets—how placed. 

Q.— (1) When the magnets are bolted in fly¬ 
wheel of a Ford magneto, which poles go side by 
side? (2) Also, when not on flywheel just 
lying loose, should they have keepers across ends? 
(3) What weight should one of these magnets 
lift when fully charged? 

A.— (1) N. and S. (2) Yes, by all means. 
(3) 1% to 2 pounds when fully charged. 

Old Tires, Price Of. 

Q.—What price ought I get for my old tires 
and tubes ? 

A.—The average price paid is 5c for old tires 
and 6c per lb. for tubes. 

Grades, How Calculated. 

Q.—Would thank you to explain how grades 
are calculated. How would you determine a 
grade of 20 per cent? 

A.—A grade 1 in 5 equals 20 per cent; a rise 
of 1 foot in a distance of 5 feet horizontally; 
1 foot is 20 per cent of 5. In other words, if 
the distance traveled is 100 feet in a certain di¬ 
rection and the rise is 20 feet, this would be a 
20 per cent grade, see chart 226-A. 

Why Not Solid Tires? 

Q.—Why can’t I put solid rubber tires on my 
automobile and save tire expense? 

A.—Because cars that run above fifteen miles 
per hour would soon rack to pieces. The vibra¬ 
tion would be too great, and while there might 
be a saving on tires the cost of repairs on the 
car would be far greater. Solid tires at high 
speeds are also dangerous, owing to greater ten¬ 
dency to skid. 

Undersize Tube. 

Q.—Could a 32x3 tube be used in 32x3% 
casing? 

A. —It is not advisable. An inner tube should 
fill the casing without being greatly distended. 
As a rule the so-called "over-size" tubes, such 
as 33x4, are best for use in casings 32x3%. 

Wheels out of Line Cause of Tire Trouble. 

Q.—My tire on the front right wheel has worn 
considerably. The tire man said it was caused 
by my wheel being out of line. How will I line 
it up properly! 

A.—See chart 279. 

See page 509 how to make paint for inside and 


Why Right Rear Tire Wears Most. 

Q.—I have always heard that the right rear 
wheel carries more load and hence the tire on 
this wheel undergoes more wear. Why is this? 

A.—This is due to the crowned or oval sur¬ 
face of the road, and because you drive on the 
right side of the road there is more weight on 
the right wheels. This causes the right tires to 
grip the road harder. Hence when brakes are- 
applied suddenly the rear wneeis orten suae, wear¬ 
ing off the rubber. 

Valve Timing of Hupmobile. 

Model In. opens In. closes Ex. opens Ex. closes 
deg. in. deg. in. deg. in. deg. in. 

20.. . . 25 or 3% 35 or 4l% 4 40 or Wfa 20 or 227,6* 

K&N. . on top 24 or 3% 39 or 5% 2 5 or 

32.. . . 25 or 3% 2 35 or 437^ 40 or 5l% 4 20 or 23% 4 

Position for Spark to Occur. 

20.. .. 3° or %" aftpr top, retarded. 

K&N..2" before top, igniter in neutral position. 

32.. .. 15° after top or 1%2", spark retarded. 

Skidding. 

Q.—I have a great deal of trouble with my 
car skidding. What is best to do, when one 
skids, throw on the brake? 

A.—To control a skid it requires quick per¬ 
ception of the coming deviation, and prompt ac¬ 
tion to counteract it. Brakes are usually un- 
symmetrical in their effects, and putting on the 
brake usually increases the skid, especially if 
the power is left on. The first thing needed is 
to declutch and the next is rapid and intelligent 
use of the wheel. 

Brake Bands, how to clean. 

Q.—What plan is best to cause brake bands 
to hold. Have tightened them, but they still 
slip ? 

A.—A syringe full of kerosene squirted on 
Raybestos brake bands occasionally will help 
them grip the drum. The kerosene has a ten¬ 
dency to dissolve the oily matter on the bands, 
leaving the surface clean. Squeaky brakes are 
also remedied by the use of kerosene. 

Frosting Compound. 

Q.—Will you suggest a quick method for dim 
ming headlights ? 

A.—Five cents’ worth of epsom salts dissolved 
in a teacup full of water provides the neatest 
and most efficient headlight dimmer for automo¬ 
biles, so far proposed. The solution is used on 
the inside of the headlight glass, where it is 
allowed to evaporate. The result is a beauti¬ 
fully frosted lens, the frosting on which lasts 
for several months.—Scientific American. 

Painting Cylinders and Manifolds. 

Q-—What can be used for painting cylinders 
and exhaust pipes, or, in other words, a paint 
which will resist heat? 

A.—You can secure these paints from supply 
houses. If you prefer mixing it yourself, try 
the following: For cylinder—8 ounces white 

lead in oil, 6 ounces boiled linseed oil, 2 ounces 
turpentine, % ounce lamp-black. This will make 
up about 1 pint. This ought to be sufficient for 
a six-cylinder engine. If too heavy, thin with 
turpentine. For the exhaust manifold I know 
of nothing better than aluminum powder mixed 
with bronzing liquid, and even this will peel off 
in time. See page 509. 

White Smoke. 

Q.—I have an Auburn car, about 1910 model, 
which has a discharge of white smoke, which 
comes out of crank case, through the breather 
pipe. This discharge resembles steam and comes 
out in puffs like the exhaust from a steam engine 
The discharge is irregular, and occurs after en¬ 
gine is warmed up. 

A. \ our trouble would appear to be worn or 
leaky piston rings. They evidently permit oil to 
pass into the combustion chamber. They also 
permit the compressed charged to pass from the 
combustion chamber to crank case of the engine 

outside of tires. 


USEFUL HINTS AND SUGGESTIONS. 


589 


and thence out the breather pipe. The fact that 
this occurs more when the engine is warmed up 
than at any other time is due to the fact that 
your oil evidently thing down more when it is 
warm. Therefore it is easier for the oil to pass 
the ring. I would advise that you have your 
rings ex-amined, and if not worn, use heavier and 
better oil. Also examine the valve tappets to see 
whether they are opening the valves as they 
should. Also see if your valves are opening and 
closing properly. 

Tires for Electric Vehicles. 

Q.—Is there any difference in the rubber cas¬ 
ing used on electric cars and those used on gaso¬ 
line cars? If so, what is the dfference ? 


A.—Quite a number of electric vehicles use the 
“cord tire,” which is higher in price and 
stronger. This is due to the fact that an elec¬ 
tric vehicle is much heavier on account of the 
batteries. Many of the electric vehicles use what 
is called the “Motz tire’’ with a cushion effect, 
and which is a solid tire. Solid tires, however, 
skid a great deal and are really dangerous to use 
on any type of high speed pleasure cars. Solid 
tires are not suitable for cars traveling over 
eighteen miles per hour, and are really injurious 
to batteries of electric vehicles, as the vibration 
has a tendency to jar the paste loose from the 
plates, and new batteries are more expensive 
than cord tires. 


♦Useful and Instructive Hints and Suggestions. 


Heavier oil in old cars. The engine of a car 
that has been run for two or three years will give 
better delivery of power if you will use heavier 
oil than was at first intended for it. 

Clean it out. The crank case oil reservoir should 
be occasionally cleaned out by flushing it with 
kerosene, and churning it up well by running 
the engine idle for two minutes. Drain oil and 
kerosene and put in fresh oil, otherwise the kero¬ 
sene will thin the oil and cause burnt bearings. 

Oil for the timer. Pure castor oil makes the 
best lubricating material to use in the timer. 

Dry bearings. One source of insufficient lubri¬ 
cation of bearings is sometimes found to be clogged 
grooves in the bushings. Sediment will accumulate 
in the grooves which are intended to carry the 
lubricating oil, and shut off the supply. An ex¬ 
cess of graphite will often produce this effect. 

“Loading up.” Gasoline leaves the carburetor 
as a spray of liquid. In the intake manifold it 
vaporizes and becomes mixed with air. When 
vaporization does not take place rapidly enough, 
cr when too much gasoline is sprayed into the 
manifold, the liquid will accumulate on the sides 
and run back into the carburetor. To get best 
results the intake manifold should be protected 
from the cooling effect of the fan, and should be 
warmed by a by-pass conveyor of heat from the 
exhaust. When the gasoline in liquid form runs 
down into the air inlet of the carburetor the mix¬ 
ture will be irregular and uncertain. 

A test to locate trouble: When the engine starts 
hard, and you are uncertain whether the fault is 
with the ignition or the mixture, open the throttle 
wide and spin the engine with spark off, then 
turn on the spark and the engine should 6tart, 
if the spark is correct, on the first half turn. 

To keep glass on windshield free from snow or 
rain. See foot note—bottom of page 508. 

Keeping the engine warm: An ordinary car¬ 
bon-burning foot-warmer, placed under the hood, 
will keep the engine warm for hours. A blanket 
over the hood will help it. 

The proper way to prime: There is a “best” 
way to prime your engine to make it. start easy. 
The priming cups usually furnished on top of the 
cylinder hold just the right amount of priming 
fluid to do the work. If more than that amount 
is placed in the cylinder the mixture may be too 
rich and the starting be difficult instead of easy. 
With stop-cocks closed, fill the cups with a prim¬ 
ing fluid consisting of half gasoline and half ether, 
then open cocks and allow the fluid to run down 
into the cylinders. 

To lock your car: A piece of trace chain cov¬ 
ered with rubber hose and a good pad lock will 
lock your car so that it can not be run or drawn 
away. Put the chain around the frame and be¬ 
tween spokes of front wheels. It is also a good 
security for spare tires. 

For gasoline leaks: Hard soap, moulded around 


a leaking place, will serve well as a temporary 
repair. Wrapping with tire tape will make it more 
permanent. 

Automobile headache: Ask the druggist to put 
up a few number one capsules filled with three- 
fourths acetanalid and one-fourth citrated caffeine. 
Two of these capsules half an hour apart will re¬ 
lieve almost any headache quickly if the stomach 
is not full of food. While not harmless in over¬ 
doses, two may be taken inside of one hour with 
perfect safety. Large doses will make the lips 
look blue, and this effect is to avoided. 

Refreshing slumber: Fifteen grains of Trional 
powder taken in a little sweet milk at bedtime, 
after a long drive, will give refreshing sleep with 
no harmful result. 

Benzol is a promising motor fuel. It is a by¬ 
product of coke. It contains the saipe elements as 
gasoline, but the chemical formula is slightly dif¬ 
ferent. In England it is used to great extent for 
fuel, also for explosives, dyes and chemicals. All 
gas plants in England are being equipped to 
produce benzol. It is stated that experiments 
with the material are being made in the United 
States. 

Cleaning spark plugs: The porcelain of a spark 
plug may be made clean and almost equal to new 
by soaking it in carbon disulphide, (also see 
page 592.) 

Burning out the coil: When the spark gap of a 
plug is too great there is danger of burning out the 
secondary wire of the coil from the heat, due to 
great resistance. 

A spark plug should not be so tight a fit in 
the cylinder that it cannot be screwed in with the 
fingers for at least two-thirds of the thread. Other 
wise there is a risk of a cross-th vead or badly-cut 
thread jamming tight. 

The threads of sparking plugs, valve port caps, 
and exhaust pipe connections should occasionally 
be brushed over with some powdered graphite. 
This prevents seizing or binding -of the thread! 
from the oxidizing action of the hot gases. 

Wire efficiency: Ignition wire efficiency is 

not always determined by the thickness of the 
insulation. This is particularly true of second¬ 
ary wires. It is, of course, true that insulation 
should be of good quality, but unnecessary thick¬ 
ness increases the static capacity, a condition to 
be avoided. 

Corroded battery terminals: A little hard grease 
on the thumb nuts that make the battery connec¬ 
tions, will prevent their seizing from acid corrosion. 

An emergency: Nine miles from town the dry 
cells exhausted so that they would not start the 
engine. I borrowed the telephone cells of a near¬ 
by house, started the engine, and returned the 
cells while engine was running idle. 

Dry cells in winter: If you use five dry cells 
in summer for starting purposes, you had better 
couple up seven for winter use, as the cold ren¬ 
ders dry cells less efficient. 


*See naee 524 for some of the Questions sometimes asked by the State Examining Board and In¬ 
struction 46A to 46D for Useful Devices for the Repair Shop and Repair Shop Hints and Suggestion*. 


690 


DYKE’S INSTRUCTION NUMBER FORTY-THREE. 


Storage battery connections: Often the unsatis¬ 
factory service of a storage battery is due to im¬ 
perfect connections. Where the battery is kept in 
a steel box great care is needed to keep the term¬ 
inals from touching the metal when the lid is 
closed. Even an occasional touch when the bat¬ 
tery is jarred will run the current down rapidly. 
The connections should be wrapped well with tire 
tape, and the metal box kept away by packing 
with rubber. An old inner tube makes the best 
packing. 

Adjusting electric bulbs:. If the bulb is not 
pushed far enough back there will be a dark, 
round shadow in the middle of the bright light 
in the road ahead. 

Good connections: There should be just as few 
wire connections as possible in wiring for electric 
lights or starting purposes. And these few should 
be made secure against rattling loose by soldering. 

The “master Vibrator.” When a master vibra¬ 
tor is attached to a regular coil it not only serves 
to equalize the spark supply to all the cylinders, 
but it also adds extra condensing power to the 
current, giving a hotter spark. 

To test the firing of the cylinders independently, 
the plug cables should not be held too far from 
plug, as this throws a severe strain on the insula¬ 
tion of the coil. 

It always saves time in investigating for causes 
of misfiring to try the effect of a new set of plugs, 
because, in the majority of cases 'nowadays, any 
persistent misfiring is due to a spark-plug defect. 

Sticking tires: Make the surfaces of rim smooth 
with emery cloth, apply graphite to the rim, and 
beads of the tire, and your tire will never stick. 

To get out of deep mud: Wrap your tire chains 
bodily around the tire and rim of wheel so as to 
make a big bunch, fastening it on with strap or 
wire; turn on slow gear carefully; go slowly. 

Over-sized tire chains: Tire chains intended 
for wheels larger than your own will, when cut 
iown to fit in length, give you extra service and 
latisfaction. 

Against skidding: A w’ise driver will straddle 
ihe ridge in the middle of a “greasy” road, or 
ceep one wheel in a wheel rut, to prevent skid¬ 
ding. 

Putting muddy chains away: Hang them to 
some convenient support, such as the bow rests 
at rear of car, and, with both hands, hold the bag 
open and slip it up over the chain. 

A good place to carry chains: A shallow box 
fastened under the bootboards of the tonneau, 
having several half-inch holes in the bottom, 
makes a good place for tire chains. Put them in 
with the mud on, and as it dries it will shake off 
the chains and through the holes. 

Quick tire destruction: A good way to spoil 
a tire casing quickly is to start your car with a 
lunge, and stop it with a sudden application of 
the brakes. 

Size of inner tubes: Some manufacturers of in¬ 
ner tubes economize in material by making the 
tube smaller than it should be for the casing which 
it is to fill. An inner tube should fill the casing 
without being distended more th»an a very little. I 
find that as a rule the so-called “over-size” tubes, 
such as 33x4 are best for use in casings 32x3%. 

Why is a blow out? When outside wear or in¬ 
side break in the fabric due to bruises produces 
a comparatively weak place in a casing, the inside 
pressure causes a bulge in the location of the 
weak spot, and this part is then exposed to more 
wear in travel than the sound parts of the casing. 
Of course the blow-out quickly follows. Strong 
inter-liners prevent this bulging, making a slight 
depression at the worn spot in place of a bulge, 
and thus preventing excessive wear on the weak 
portion of the casing. 


Great tire mileage: The difference between the 
tire mileage of different drivers depends quite 
largely upon the care used to avoid sharp Bub- 
stances in the road. A small, sharp-cornered Btone 
will often make a break in the fabric, and a 
broken beer bottle will sometimes cut a fearful 
gash. Tire wear also increases in a fourfold ratio 
compared with speed. Almost any old tire will 
run ten thousand miles if carefully favored. 

Surprised at the bill: It is quite common for 
a patron to be surprised at the size of a repair 
bill, and to go away “sore.” This causea him 
to shun the shop in the future, and also to tell 
his friends that the repairman in unfair. It would 
be better policy if an estimated price could b# 
given for the work before taking the job. 

The price to charge for work: When a shop 
is completely equipped with labor-saving tools and 
conveniences, the patron should pay seventy-five 
cents per hour for mechanical labor. "When not 
so equipped, a large amount of time is wasted as 
a consequence, and the patron should not be asked 
to pay for wasted time. 

Preserve the varnish: Ordinary mud, when 
allowed to dry on, will dim the luster of the 
best varnish. Rinse it off with a gentle flow be¬ 
fore it becomes dry. 

Stale gasoline: After standing for many days, 
even in a tight tank, gasoline will become dead 
and slow to ignite: It is partly due to evapora¬ 
tion, and partly to chemical changes that take 
place. 

Fender cleaner: Equal parts of .turpentine and 
wood alcohol make a good cleaning preparation 
for fenders and hoods. 

Varnish in a common bam: The varnished 
surfaces of an automobile body will not remain 
lustrous very long if the car is kept in a barn 
where there is manure. The nitrogen compounds 
given off from manure will soon tarnish and de¬ 
stroy the best varnish. 

A slouchy back curtain: A small stick of 
length equal to the width of the curtain, upon 
which the back curtain is snugly rolled, gives a 
neat appearance. Otherwise it will hang in 
baggy masses. 

Putting in a back window: After cutting 
the celluloid to proper size and shape fasten it 
temporarily % in place by pushing pins through at 
each corner. Then button the curtain taut, and 
with a second person on the inside to pass the 
needle through outwardly, sew it in place, using 
the original needle holes as far as possible. 

A convenient receptacle: By cutting out a 
square in the floor of the tonneau and attaching 
a proper sized box underneath you can have a 
very convenient carrying receptacle in space that 
is not otherwise taken up. It makes a good place 
to put a carbon foot-warmer in winter, and may 
be used for tools and jack at other times. 

Vibration and rattle: A soft leather washer 
placed between two iron washers will often serve 
to stop the rattle of fenders and brace rods. 

Silence and easy riding: An occasional lubri¬ 
cation of the inter-leaf contact parts of the 
springs will quite materially increase easy-riding 
quality of a car, as well as eliminate noise. 

Friction noises: Wherever two surfaces rub 
together making a squeaking noise, graphite grease 
makes the best remedy. Oil in such places is but 
a temporary makeshift. 

Back lash: Non-reversible steering gears us¬ 
ually have a certain amount of back lash to al¬ 
low the wheels to follow ruts without side re¬ 
sistance on the tires. 

Keep radiator full: When the cooling fluid is 
kept in motion by thermo-syphon action it is 
quite important that the radiator be kept rea¬ 
sonably full in order that there be a back re- 


USEFUL HINTS AND SUGGESTIONS. 


591 


s<stance to aid in forcing the water forward. It 
is good engine care to frequently add a little 
cold water, instead of waiting for the engine to 
knock for water, especially in Bummer. 

To get a locked car home: When the drive 
wheels are locked from breakage in the differen¬ 
tial or the universal joint you can haul the car 
home by removing the keys that hold the rear 
wheels to the axles (if a Ford) and allow them to 
turn freely. Be sure to grease them well. 

That harsh, grating sound: When an amateur 
driver shifts his gear, the excess of sound makes 
an expert smile. To shift gears noiselessly, re¬ 
lease the clutch to its fullest extent, then push the 
change gear lever with a quick jabby motion until 
the gears go in. Do not slowly push the lever 
into position. This causes the teeth of the gear 
wheels to strike and be thrown back, and each 
approach repeats the noise. The expert en¬ 
deavors to secure co-ordinate speed of the gears 
before trying to throw them into mesh. 

Water which comes from a chalky district 
should preferably not be used in the water-cir¬ 
culation system, because this results in deposits 
cf lime forming in the pipe and radiator. Dis¬ 
tilled water or well-filtered rain-water should be 
used. 

A test for worn piston rings: When there is 
an escape back past the piston rings of hot 
gases the crank case will get warm. When the 
escape is past the valves this is not found. 

To start engine if starting crank is lost or 
smarter fails to work: Jack rear wheel, let 
clutch in place gears in “high” and turn the 
wheel. Or let clutch in and have some one push 
car until engine starts and quickly throw out 
clutch when engine starts. 

A test fcr trueness: Upon examining crank 
shaft or connecting rod bearings if you find that 
they are worn a little more at the ends than in 
the middle, it means that the crank shaft is not 
quite true. 

Tight bearings: When the removal of a shim 
makes the bearing too tight for free use, a piece 
of manilla paper in place of the shim will often 
give corect adjustment, and will permit a slight 
tightening if needed subsequently. 

To loosen sticking wheel: When a wheel on a 
taper axle sticks, and you haven’t any wheel 
puller, here is a way to loosen it: Run the nut 
off entirely, and then run it on again with the 
castellated end toward the wheel. True the other 
end of the nut up flush with the axle, letting the 
wheel down onto the ground from the jack. Hi1> 
the nut three or four good cracks with the ham¬ 
mer and the wheel will start every time. 

Loose reax wheels: It is wise occasionally to 
examine the rear wheels for slack. A little wobble 
on the axle will soon wear the key or key-seat 
into a dangerous wheel condition. 

Broken balls are first indicated by a “click¬ 
ing” sound. If not promptly remedied entire 
bearing will be ruined. 

Knocks are expensive: At the end of the first 
two thousand miles the average automobile will 
require slight tightening up of the crank shaft 
and connecting rod bearings.’ To allow small 
knocks to go uncared for will result in great 
damage to the parts very soon. 

A good caxbon remover: Denatured alcohol, 
squirted into the cylinders when they are hot, 
and the engine run fairly fast for two minutes, 
will clean out the carbon. 

Adjust your foot brake: Push the pedal for¬ 
ward about two inches and retain it in place with 


a small block of wood. Now tighten up the 
turn-buckle until the brakes are snug, and when 
the block of wood is removed the slack will be 
correct. 

Broken piston rings: Will make themselves 
known by decreased compression, and by an ex¬ 
cessive amount of oil in the combustion chamber 
and on the spark plugs. 

Use split washers: Where castellated nuts and 
cotter pins are not supplied in automobile con¬ 
struction, good, well-tempered lock washers may 
be placed under the nuts or the heads of bolts, 
to keep them from rattling loose. 

Impulse air pump—don’t run it fast, and don’t 
connect the hose to tire valve, until pump has 
made a few strokes. 

A small magnet is a time saver for picking 
up screw and other small parts that have drop¬ 
ped into the mud pan. Often the trouble of tak¬ 
ing the pan off will be avoided. An ordinary 
horseshoe magnet, purchasable at any hardware 
store, may be used. 

Where a pump is used to circulate the cooling 
water it is wise to fill the radiator to the top 
and then turn the engine over several times, so 
as to insure the water reaching and filling all 
parts of the system. If the engine is not turned 
the pump is an obstruction to the passage of 
the water into the jackets, which remain partly 
empty or fill so slowly as to leave the impression 
that there is more water in the system than 
there actually is. 

In order to clean the inner lining of a top and 
to remove stains, gasoline should not be used. The 
best method is to lift the top off, and, after 
inverting, clean the surface thoroughly with pure 
soap and water. If gasoline or other quick¬ 
acting fluids are used the waterproof of the fabric 
will be destroyed. 

A disagreeable rattle can often be traced to 
the hood where it rests on its seat. Strips of 
rawhide or other anti-friction material should be 
installed to prevent any squeaks or rattle. 


Although French chalk placed between a tube 
and the shoe is very desirable to prevent ad¬ 
hesion, too much of it may prove as bad or 
worse than none. If too much is used it is 
likely to work up into little balls, when the con¬ 
tinual rubbing and rolling around will ruin a 
tube in short order and make it almost beyond 
repair scarcely worth the cost of the work. 

To tune a car up for slow race or slow run¬ 
ning on high: Probably the engine which runs 
the slowest and the car which is geared the low¬ 
est will be the winner. We will assume that the 
race will be only on the high gear. By retard¬ 
ing the spark this will also assist in reducing 
the speed of the engine, but if run too long 
with retarded spark, engine will heat. The tim¬ 
ing of the valves could also be changed by setting 
the valves to open and close just a little late. 

If one prefers to have his engine adjusted to 
run slow on high, to best advantage, the valves 
can be adjusted accordingly, but the speed will 
be sacrificed. 

“Dont’s” for drivers: Don’t drive a car un¬ 
til you are old enough to have good ordinary 
“horse” sense. Don’t look around when your 
hat blows off. Don’t try to kiss the lady in the 
seat beside you. Don’t go to sleep while driv¬ 
ing. Don’t trust one hand to do the guiding. 
Don’t try to make up lost time by speeding down 
hill. Don’t run at night without lamps. Don't 
delay putting on the chains when the roads get 
greasy. Don’t forget to “STOP, LOOK and 
LISTEN” before crossing a railway track— 
Safety First, Last, and all the time. 








DYKE’S INSTRUCTION NUMBER FORTY-FOUR. 


A Well Assorted Repair Kit. 


6%-Inch Drop Forged Hardened Wrench. 

5%-Inch Drop Forged Hardened Wrench. 

4'54-lncli Drop Forged Hardened Wrench. 

4- Inch . Drop Forged Hardened Wrench. 
4‘,4-Inch Warding File with handle. 

8-Inch Square File with handle. 

8-Inch Flat File with handle. 

7-Inch Hound File with handle. 

5- Inch Square Shank Screwdriver, polished. 
Machinists' All Steel Heavy Screwdriver. 

Vfc-Pound Soldering Iron with handle. 

6- Inch Side Cutting Plleis. 


CHART NO. 312—Suggestions For an Auto Mechanician’s Outfit. How To Make a Repairman’s Tool 
Kit. A Portable Tool Stand for Shop Use, Etc. See also page 614, 698, 699, 864H, I & J. 


A good grease gun. 


Oil Gun 


■LUGS 


Carbon Scrapers 


Spark Plug Brush. 

%-Inch Cold Chisel. 

Bundle Wire Solder. 

Bundle No. 15 Copper Wire. 
Bundle No. 20 Copper Wire. 

5-Inch Bicycle Wrench, nickeled. 


A long 18 or 
21 inch monkey 
wrench for re- ■ 
moving v r 1 v o | 
caps, hub caps, 
etc. 


'BfavTowk 

* | 


A trouble-man’s repair kit: This set is not designed for shop use, but 
for outside trouble calls. A leather bound 14 or % size suitcase (A) is 
fitted with four wooden trays made of %o" hard maple. Thickness of top 
piece (B) depends upon size of tools. Outlines are drawn on the wood 
with pencil and wood cut entirely away to permit tools to lie flush. The 
bottom piece (Bl) is then glued on and fastened by wire brads. Buttons 
holding tools in place are made, of sheet brass. General arrangement: 
hammers strapped in cover C; wrenches in top tray D; screw drivers and 
punches in tray E; bearing scrapers, oil stone. Prussian blue tray F; 
chisels, files, pliers, tray G-. (Motor World.) _ 


YOU CAN FIIX THIS GUN— 

. YOU CANNOT FILL OTHERS 

P^FILLIHit 


V^-Inch Cape Chisel. 

%-Inch Solid Punch. 3-32-lnch point. 
%-Inch Solid Punch, 3-lC-inch point. 
%-Inch Solid Punch. l A -Inch point 
3-.Inch Electricians' Screwdriver. 


6-Inch Adjustable Combination Pliers, nick¬ 
eled. 

Machinists' Bearing Scraper. 

0-Inch Auto Monkey Wrench. 

10-Inch Stillson Wrench. 

8-Ounce Machinists’ Hammer. 

%-Incli Cotter Pin Extractor, polished. 
%-Ineh Center Punch. 

Vi-Inch Cold Chisel. 

Box Solder Paste. 

Box Cotter Pins. 

6-Inch Offset Screwdriver. 


OVERLAID 


DODGE 


BUICK 


VVildsn cocket wrenche* ccmt In ret* for various oars and are accurately 
made to fit ‘.Tie rule on each ca«* 


H—Hydrometer; L—electric 
test light; V—valve grinder. 
This one is made by the Mar¬ 
vel Accessories Go., Cleveland, 
Ohio. J—jack. A thickness 
gauge, per page 864L and 699, 
a very necessary article. 


How A Uetfh.t 
Pick a urea Carbon 


T 


Her Mss 


A flat type of blow 
pipe torch is handy ! 
to carry about. 


Plug Cleaner: Fill 14 full gasoline; 
screw plug in glass tube and shake. 


Electric testing instruments: 
pages 864H, 8641. Microm¬ 
eters and thickness gages 
(p. 697, 699) are necessary. 


3-ampere shunt 

/ 


300-ampere 


30 ampere 


Fig. 21 


1— 

[1 ’J 

EP 



c 

iFizt 


B 


r 

I 1 

4 


Lr 




Fig. 20: A portabe tool stand. 
The illustration gives the dimen¬ 
sions. If you desire, the bins 
can be divided into smaller sec¬ 
tions for cotter pins, washers, 
assorted bolts, nuts, etc. 




















































































































































































THE AUTOMOBILE REPAIRMAN, 


593 


INSTRUCTION No. 44. 


THE AUTOMOBILE REPAIRMAN: Starting into the Auto 
Repair Business. The Auto Mechanician. Parts to Over¬ 
haul on a Car and Engine. Prices Usually Charged for 
Repair Work. Tools for the Auto Mechanician. 


Starting in the Repair Business. 


The auto repairman must know how to 
adjust any part of the car. To know how 
to adjust, he must first know the principle 
of the construction of the parts as explained 
in previous Instructions, and must know 
when and where to look for trouble. (See 
digest of troubles; Instruction No. 43.) 

About one-half of the work of the auto¬ 
mobile repairman is in making adjustments 
and fitting parts; such as carburetor adjust¬ 
ments, cleaning carbon, grinding valves, 
fitting horns, muffler cut outs, diagnosing 
troubles and numerous other little details, 
which does not require a machine shop, but 
does require a good assortment of tools, 
and a knowledge of the principle of the 
construction of a car. 

A machine shop is not necessary, unless 
there is sufficient work to keep more than 
one machinist busy. A great number of 
iinall repair shops put in only the tools 
needed for the average repair work, and 
when they have a job of machine work to 
do, they take it to a machine shop. In 
other words, a machinist and an auto re¬ 
pairman follow two different trades. The 
auto repairman need not be a machinist; 
I mean by machinist, one who can turn 
all kinds of metal parts on a lathe and 
do actual machine work. Therefore, we 
will explain only the work the average auto 
repairman is called upon to do. 

A Few Pointers for the Beginner. 

When beginning work on a car or en¬ 
gine, remember system and order are two 
things every repairman ought to learn early, 
they mean success. 



Don’t throw nuts or bolts on the 
floor. Place them in a box or pan. 

There is nothing more disgusting to a 
man who owns a car, than to walk into a 
repair shop and find a careless workman 
dumping nuts, bolts, etc., here and there 
on the tioor. That customer will say to him¬ 
self; if that workman is as careless as that, 
he is careless enough to leave a nut in my 
crank case and ruin my engine when it is 
started up, or he will leave off lock nuts or 


lock washers and cause me expense and 
damage. 

A little piece of metal, such as a piece of a 
cotter pin or the like, accidentally dropped into 
a can of grease or oil and subsequently put 
into the gear case of a motor car has been known 
to cause much damage, and give the driver or 
owner of the car considerable trouble and expense. 


A Careful Workman the One 
in Demand. 

If you do your work thoroughly and 
carefully and always do a little more than 
you agree to do, you will be sure to make 

a success. 

It’s the careful man 
the auto owner wants 
to handle his car; not 
the fellow he can’t de¬ 
pend upon. I will give 
you an example of a 
careless young man 
who lost his job. An 
auto owner had a 
young man overhaul- 


ioc* 

oo/oeff ail 
NUTS 



Before turning car 
over to customer be 
sure that all nuts 
have lock washers 
and are tight. 


ing his car; he told him to fill all the grease 
cups and be sure and see if the valve under 
the gasoline tank was tight; he had an idea 
it was leaking. He went away and when 
he came back that afternoon he asked the 
young man if he had attended to the dif¬ 
ferent things he told him to do; he said 
yes. Next day the auto owner was out on 
a country road and ran out of gasoline. 
He found that the young man had not ex¬ 
amined the valve carefully and the leak had 
exhausted the tank—the valve was in a 
difficult place to get at under the car, so he 
simply took it for granted that it was all- 
right and let it go at that; so you see a 
careless man is worse than none at all—it’s 
the dependable fellow who will win. 


Don’t Overcharge. 

We want to warn you that in the matter of 
charges, it pays to- be liberal. Automobile re¬ 
pairmen like plumbers, generally have a reputation 
for exorbitant charges. Make it a rule to do a 
little more than you agree to. It is well to com¬ 
ment on your work in talking with the auto owner, 
like this: “I noticed that some of the nuts were 
loose around the springs, so I went over all the 
nuts on the running gear and found that many 
needed attention. You want to watch those little 
things, and then you won’t need me so often.” The 
owner may not say anything out loud but he will 
certainly comment to himself, ‘‘there’s a good re¬ 
pairman,” and that is the most profitable reputa¬ 
tion you can establish. 

You are building a business for the future when 
you do your work right and treat your cus¬ 
tomers fair. 


*The Repair subject has peen divided into several instructions. A study of the headings of Instructions 
44, 45 and 4G A, B, 0 and D will give the subjects treated. 


















594 


DYKE’S INSTRUCTION NUMBER FORTY-FOUR. 




The Automobile Repairman and Mechanician. 


We will classify the automobile repair 
work into two classes: first, will be the 
automobile repairman who works in a shop 
under a foreman. His work is laid out foV 
him and he is advised just what to do. 

The second, is the automobile mechanician 
whom we will class as an expert; he will 
generally be found in the position of a fore¬ 
man, or operating his own shop. We also 
find him doing work at the homes of auto¬ 
mobile owners. 

For the sake of classification and names 
to distinguish this latter class of work, sup¬ 
pose we call the “auto mechanician’’ the 
one who makes a specialty of doing work 
at the home of automobile owners, in the 
auto owners private garage. 

The Auto Mechanician—bow to start. 

Many men have found this work profit¬ 
able and it has been the stepping stone for 
a future. This work also applies to ma¬ 
rine engine and stationary gasoline engine 
work. 

In order to successfully engage in this 
work, it is necessary for him to provide 
himself with the necessary tools to do .the 
average work around a car. 

I dare say that nine cars out of ten need 
greasing; that is, the gears, differential, 
wheels and universal joints. This job is 
one that does not appeal to the auto owner 
and the chances are he is not prepared to 
grease his car if he wanted to. It’s easv 
enough to put grease in the compression 
cups and screw them down, but to grease the 
rear axle parts and universal joints, that 
is a different job unless he is supplied 
with the proper tool. The auto repairman 
with the Townsend grease gun, as shown in 
chart 24 2, can do the job quickly and easily. 

Then there are the valves to grind, car¬ 
bon to clean out, lost motion in the valves 


to take up, compression to test—in fact, a 
general engine overhaul or a general car 
overhaul would constitute the work that 
the auto mechanician could do on these spe¬ 
cial jobs. 

We have illustrated in chart 242 a good 
equipment for the auto mechanician who 
proposes to do this class of work. 

Very likely when the auto mechanician 
goes to an auto owner’s home to do repair 
work he will be provided with most mate¬ 
rial, such as oil, grease, waste, etc., but it 
is advisable to suggest a good oil and re¬ 
quest that the car be supplied with it, pro¬ 
viding the oil in use causes a great deal 
of carbon. In other words, it will be nec¬ 
essary for the mechanician to be able to 
diagnose all troubles and suggest their rem¬ 
edy, as well as make adjustment and over¬ 
haul the car. 

Auto Mechanician’s Outfit. 

Is shown in chart 24 2, which is suitable 
for general work around a car, testing etc. 

The average workman carries more tools 
than are necessary to the job, and often 
finds that even then he does not have the 
right one. A careful study of the cars han¬ 
dled usually 
shows that 12 
of the common 
tools will serve 
to do the ordin¬ 
ary job. It has 
been found 
that the follow- 

Keep your tools in a box j n g tools are 

or kit * most essential, 

and are adequate for most jobs: Four 
open end wrenches, Nos. 34, 25, 29, 734; 
1 monkey wrench; 1 main bearing wrench; 
1 connecting rod wrench; 1 screw driver; 
1 pair pliers; 1 valve cap wrench. 



Don’ts For The Repairman. 


1— Lay wrenches, hammers, chisels, etc., on the 
fenders or on the seat cushions. Cover the 
fenders, and remove the cushions during 
the work. 

2— Spill oil, or smear grease over the finish or 
upholstery. 

3— Try to squeeze one car past another in the 
shop, even though the fenders will spring 
enough to let the car pass. 

4— Pound the end of a shaft with a bare ham¬ 
mer. Use a babbitt hammer, or deaden the 
blow with a piece of brass or wood. 

*A Car 

The following enumerated list gives a de¬ 
tail of procedure in giving a car a general 
overhauling. Where the automobile owner 
keeps his car at home and cares for it him¬ 
self, nine chances out of ten his car and 
engine needs cleaning, greasing, valves 
ground, or carbon removed. All of the 
work mentioned below can be done in the 
auto owners private garage. This work 
then would require but a few well selected 
tools and chances are the auto owner would 


5— Push a car around the shop, with greasy 
hands on the varnished surfaces. Either 
wipe /our hands or place a piece of dry waste 
between your hands and the car. 

6— Leave a car standing in a pool of grease. 

8— Use an 18-in. Stillson on a %-inch nut. 

9— Sit on the cushions with your greasy over¬ 
alls. Spread a newspaper over them first, and 
don’t put your greasy hands on doors, body, 
hood, etc. 

10—Use his gasoline just because its handier than 
to get some from store room. 

Overhaul. 

have most of them. Supplies such as oil, 
waste, etc. would be furnished by the auto 
owner. This class of work is well suited 
for the beginner or auto mechanician. 

Cleaning Engine. 

1— Clean engine outside with gasoline (seo index 

‘‘Cleaning Engine.”) 

2— Clean engine inside with kerosene. 

3— Clean drip pan. 

4— Clean and pack pumps. 

5— Clean and adjust spark plugs. 

6— Clean the gasoline strainer. 


*See also pages 620, 794, 795. *See page 527, ‘‘Testing a Second Hand Car”—this is a good test 
to give a car before overhauling in order to determine its exact condition. A record should be made 
of each test. 


THE AUTOMOBILE HEP AIRMAN. 


595 


Lubricating Engine. 

7— Put fresh oil into engine after cleaning (see 
instruction 46). 

8— Oil other parts of engine, as magneto, starter, 
generator, fan, etc. 

9— Screw down on all grease cups and refill. 

Cleaning Car. 

10— Wash car (see page 507.) 

11— Polish body with body polish (see page 608). 

12— Clean clutch. 

13— Clean transmission and underneath car. 

14— Clean steering device. 

♦♦Lubricating Car. 

15— Screw down all grease cups and refill. 

16— Grease clutch shaft. 

17— Grease universal joints. 

18— Fill transmission with lubricants. 

19— Fill differential housing. 

20— Grease steering device. 

21— Grease front wheels. 

22— Lubricate the springs. 

Inspection and Adjustment. 

23— Inspect all nuts and tighten. 

24— Inspect gasoline line and tighten all joints. 

25— Inspect the balls of front wheels when greas¬ 
ing to see if there are any broken balls. 
Jack wheel and listen for a clicking sound. 

26— Inspect and tighten all loose water connec¬ 
tions. 

27— Inspect the tires and see if properly inflated. 

28— Inspect the steering device and connections 
and tighten and grease. 

29— Inspect the springs and fenders and nuts, 
tighten and remove squeaks. 

30— Inspect rear wheels, see if loose, if so draw 
up on the nut. 

31— Inspect the differential, if noisy, take up lost 
motion. 

32— Examine brakes, if loose adjust them, also 
tighten spring bolts, nuts and spring clips. 


Inspection of Engine and Parts. 

33— Inspect water hose on engine and replace 
with new hose if required. 

34— Inspect gaskets on engine and draw up on 
cylinder head. 

35— Inspect bolts and nuts holding cylinder to 
crank case and tighten. 

36— Inspect all nuts and tighten on crank case. 

37— Inspect generator adjustment and draw up 
nuts. 

38— Inspect the nuts holding exhaust and inlet 
manifold and tighten. 

39— Inspect for air leaks at carburetor, manifolds, 
spark plugs. If a leak engine will not idle 
properly. 

40— Inspect all nuts and cotter pins and tighten. 

41— See that lock washers are under all nuts. 

42— Inspect the muffler and clean if necessary 
and tighten up. 

43— Inspect the timer or magneto and see if con¬ 
nections thereto are tight. 

44— Inspect horn, magneto, switch, generator, 
starter and battery and coil connections, see 
if there are any loose binding posts or con¬ 
nections. Don’t forget to tighten all ground 
connections. 

45— Inspect battery, see if all terminals are tight. 

46— Inspect and test the storage battery with a 
hydrometer (chart 204), also “cadmium 
test,” page 864D. 

47— Inspect starting motor and generator to see 
if there are loose connections. 

♦Engine Adjusting. 

48— Test compression. 

49— Clean carbon from cylinders. 

50— Grind valves. 

51— Adjust valve clearance. 

52— Test for weak exhaust springs. 

53— Test engine for knocks. 

54— Take up on any loose bearings. 

55— Fit piston rings if necessary. 

56— Check up the valve timing (see page 110). 

67—Clean and adjust spark plug gap.f 


Prices Usually Charged for Car Overhaul. 

The price usually charged is from 50 to 75c per hour. Quite a number make a flat 
price, for instance, after handling a few jobs, the work would come easier and systematic 
and you could then make a flat price of say $25 for overhauling and cleaning a Ford, 
(see Ford Instruction.) 

To give an idea for charges where you must make a flat price and where only cer¬ 
tain parts of the list are used we give the following scale. 


Carbon removed, per cylinder.50c to $ 1.00 


Cleaning and adjusting spark plugs.75 

Oiling and greasing car . 1.60 

Cleaning car and polishing. 1.50 

Cleaning engine and drip pan.75 


Tightening loose nuts and cotter pins.75 

Tightening water and gasoline line.40 

Adjusting carburetor and valve tappets and 

tuning up engine . 2.00 

Grinding valves .5 to 10.00 


Sell Supplies. 


When the motorist drives up to your garage for gas or oil, or air for his tires, give his car the 
quick once-over and see if you can’t sell him some accessories. Here are the places you should look: 
First fill his tank, then ask if he wants oil, then fill his grease cups, and so on. After you have 
done one thing, turn to the next. 



SELL TOM A BUMPER 


A MOP NOISES 


When a motorist asks for 
it’s not enough to ask 


an accessory, this 
him if he wants 

U SEEL A SPOTLIGHT 


should suggest something else that you can sell him. 


You’ve 


17 SELL A CLOCK 


15. SELL RADIATOR 
THERMOMETER 

9. FILL THE RADIATOI 


18.SELL HIM AN 
AMMETER, 


TANK 


LEU 




II LOOK FOR 
MECHANICAL 
DEFECTS 


10 INFLATE THE TIRES 
12 SEU NUTS 
ANR GREASE CURS 

6. ELIMINATE THE OOOEAi 


2 SELL HIM CY1INDER OIL 
5 FILL HIS GREASE CUPS' 

'4~G£T I11S VULCANIZING BUSINESS 

/STOP THE RATTLES 


16. SELL SHOCK 
ABSORBERS 


to tell him why he ought to have it. 
That’s what these selling arguments 
are for. Use them I 

This illustration gives a brief 
list of merchandise or auto 
supplies, etc., which the garage 
dealer ought to sell to his custo¬ 
mers. The illustration is taken 
from Motor World which is in¬ 
tended to be kept in front of the 
dealer in order that he memorize 
the list. 

Most sales of accessories are lost 
for the want of a word. Every 
car owner needs something, and a 
quick glance over the car—thor¬ 
ough and systematic—will reveal 
what it is. 


**See below for usual charges, and page 574 for charges for tire repair work. **See page 204 for 
example of greasng a car, also page 203, 205. t See page 542. *Explained in Instruction 46. See 
also, page 528. 



























590 


DYKE'S INSTRUCTION NUMBER FORTY-FIVE. 



Pig. i—Floor plan of the garage, showing location of departments, 
skylight and arrangement of tools and lamps 


rig. 1—Garage. 

This garage is designed with a 
view to economy. 

This garage is a one story brick 
building, 60 by 40 feet, with the 
longer side toward the street; the 
interior height is 14 feet from floor 
to roof, and the latter is carried 
on trusses 40 feet long and spaced 
8 feet apart. 

A skylight 10 feet wide and 60 
feet long with windows, illuminates 
the garage during daytime. 

Near the middle of the street 
side (1), 15 feet from one end, is 
located the main door, which is 
10 feet wide. Entering through 
this door a row of four automo¬ 
biles is arranged at the right, while 
at the left is the entrance to the 
garage office. Adjacent to the of¬ 
fice door a board 3 by 3 feet is 
hung on the wall, on which check¬ 
ing forms, which constitute a part 
of the garage system, are kept. 

The office is 10 feet wide and 
15 feet deep, and besides the en¬ 
trance mentioned, has one door 
leading into the repair shop and 
another into the garage proper, 
which has a floor space of 1275 
square feet. 


The space filled by automobiles is shown by shading, and there is enough room to accommodate nine 
cars of 124 inches wheel base and standard tread. The space between the dotted portions illustrate the 
passageway for automobiles driving to or from their assigned positions in the garage. From the garage 
proper a 10-foot door leads into the back yard, and adjacent to this door the washrack and charging out¬ 
fit are located. 


The wash-rack is formed by a rectangle deepening toward its center, whence a pipe for the flushing 
water leads to the sewer, or other drainage system. The water is supplied either through the medium 
of ready-made car washer, or through one which can be readily made from %-incli standard pipe, a 
stuffing box, four elbows and about 12 feet of %-inch water hose, at a cost of less than $8. The method 
of assembling the parts is shown in fig. 5, chart 246. 


SO* 



The repair shop in this small 9 car capacity garage is but 24 feet 
long and 15 feet deep, and, besides the door connecting it with the 
office, has a sliding door between it and the garage proper. This door 
is sufficiently wide to permit of an automobile being passed through it 
into the shop, which also contains a small stock of raw material and 
repair parts stored in shelves SI and S2, and a tool shelf T. 


Pig. 8.—Garage. 

Another arrangement and equipment of a garage and repair shop 
suitable for a town of 3,000 population with good transient and country 
trade. The size of the building to be 50 by 120 feet, one-story brick 
or cement block, with the repair shop 40 by 50 feet at the rear. 

Fig. 8 shows a garage which would suit the requirements stated 
beside being convenient and cheaply maintained. It allows of cars 
entering at one side and leaving at the other, thus avoiding any con¬ 
gestion in getting in and out. Gasoline and oil are handy to the 
street, besides being under the direct scrutiny of the office. 

Posts should be barred and the roof supported by trusses, making 
the working space much more valuable and saving many accidents to 
lamps, fenders and varnish. Heat is supplied by a hot-water appara¬ 
tus located in the repair shop. It is of the overhead supply type— 
that is, the supply veins extend from the boiler at the ceiling height 
and branches drop down to the coils and radiators and return just above 
or under the floor. Steam could be used, but the boiler would have 
to be sunk considerably in a pit before this could be used at all suc¬ 
cessfully. 

A small gasoline-electric generator set with suitable switchboard 
is suggested for electric charging and running the lathe and drill-press 
in case the local service is not direct current. Sky or other kinds of 
roof lights are a necessity if the garage is on an inside lot and are 
desirable in any case to make things cheerful and airy and attractive 
to transients who use it. 

Average space to allow for storage of cars; 7 feet is the usual width. 
The length varies from 13 to 18 feet according to length of cars stored. 


CHART NO. 243—Two Plans for a Garage for a Small Town: 60x40 feet and 50x120 feet. 

(Motor Age.) 


























































































































BUILDING AND EQUIPMENT OF GARAGE AND SHOP. 


597 


INSTRUCTION No. 45. 


BUILDING AND EQUIPMENT OF GARAGE AND SHOP 
and Approximate Cost. Layout for a Small Garage and 
Repair Shop. Heating and Lighting a Garage. Tools, 
Machinery, Money-Making Additions. Appliances and Use¬ 
ful Devices. How to Build a Home Garage. S. A. E. and 
U. S. S. Wrench Sizes. 


Many, after starting in a small way, by 
doing work at homes of automobile owners, 
soon earn enough to start up a shop of 
their own. We will now lay out a pro¬ 
cedure for starting a shop or garage. 

A garage is a place where cars are stored 
and cared for. Most garages also have 
shops in connection. 

If only a shop for repairing automobiles 
is planned, then figure enough room to take 
care of at least four or five cars while 
working on them. 

A repair shop without the garage is 
profitable and can be started for much less 
capital. If the repair man is just start¬ 
ing out and his capital is limited the best 
plan is of course to start in a small way. 

The best time of the year for opening a 
public garage or repair shop, is in Febru¬ 
ary or March. At that time owners are 
getting their cars out of dead storage, are 
buying new machines, or if they are dis¬ 
satisfied with the place in which they are 
storing their cars, they are prepared to make 
a change. It doesn’t make much difference 
as to the size of the city. 

The question to decide is the one of 
whether you intend to do strictly repair 
work or store cars and repair, also conduct 
an agency for some car and carry supplies. 

Garage. 

A garage is termed a place for storing 
cars, but is sub-divided into departments; 
storing, salesroom, auto supply department, 
and repair shop. 

The garage equipment consists of suit¬ 


able space for the number of cars you in¬ 
tend to store, bearing in mind that the space 
devoted thereto should be utilized to the 
best advantage, for instance, cars which 
are used frequently and regularly should 
occupy that space where exit is easy, usu¬ 
ally nearest the exit. The wash-rack should 
be in convenient location and garage sup¬ 
plies, such as oil, and gasoline should be 
where convenient, yet not interfere with the 
space occupied by the cars. 

The salesroom, office, and stock room 
should all be carefully planned. The stock 
room quite often is utilized for small tools 
and accessories, but it is better to d 4 splay 
the accessories in some sort of showcase or 
shelves in a space in the salesroom. 

Repair Shop. 

The repair shop can be subdivided into 
departments as follows: machine shop, 
tire repair, welding room, electrical appara¬ 
tus and testing department. The testing 
department should be a space allotted for 
the purpose of diagnosing the troubles, be¬ 
fore actual work is begun. 

The electrical repairs constitute re-charg¬ 
ing batteries, work on the electrical ap¬ 
paratus, etc. 

By maintaining a system of departments 
in t.hi3 manner, the parts belonging thereto 
are easily located, work turned out quicker 
and a higher degree of efficiency main¬ 
tained. 

An extensive line of repair work can be 
carried on in even a small garage, and the 
sale of extras and sundries will add ma¬ 
terially to the income. 


Garage and Shop Buildings. 


Successful garage operation is largely a 
question of systematic economy. This holds 
true for smaller garages even more than 
large ones, and therefore such an establish¬ 
ment requires great care in its layout, con¬ 
struction and subsequent operation. The 
more thought concentrated upon the sys¬ 
tem to be followed, once the building and 
equipment are ready for starting business, 
the fewer mistakes will be made and the 
greater will be the profit derived from the 
undertaking. 

A Nine Car Garage and Shop. 

The type of a small country garage as de¬ 
scribed in chart 243 is designed for the 


storage and general care of nine automo¬ 
biles. Besides the space necessary for 
garage work the building contains a well- 
equipped repair shop and an office which 
also serves as a reception room. 

In the repair shop a limited supply of 
parts and supplies is kept, the latter being 
provided for the accommodation of the 
garage patrons. The supply stock consists 
of the most important accessories, tires, 
tubes and ignition sundries, etc. 

A Fifteen Car Garage. 

Including salesroom, accessory store and 
shop, is shown in chart 24 3-A, fig. 1 and 2. 


See page 63 G for lay nut for a Service Station and page 472 for Electric Equipment. 


698 


DYKE’S INSTRUCTION NUMBER FORTY-FIVE. 





SHOW DOOM 


SToWC 


CHART NO. 243A—Suggested Lay-out for Two, One-Story Garage Buildings. Steam Heatint 
Coils. 

(Prom Motor World, by Harold F. Blanchard.) 


There is a small accessory store divided off from the showroom by showcases and an arch, a stock¬ 
room, private and general offices, rooms for men and women, garage space for fifteen cars, washrack, a 
■hop big enough for five or more cars, and equipped with vulcanizing, welding and electrical rooms. 



.1 1 

■ 1 1 

1 1 

_ l_l _ 

ZZ] 
i i | 

i i 

uu. 





A 66x112 Garage Building. 


Figs.3 and 4: A one story corner building for garage, 
salesroom, accessory store, offices, toilets, garage and 
shop. Size of the plot is 66x112. 

There are two designs: fig. 4 is probably the prefer¬ 
able one considering all the conditions, but fig. 3 is 
the one to use in case a front entrance to the garage 
is considered essential. 

The objection to the front entrance is that it restricts 
the frontage so that the display space for showroom 
and accessory store is rather small, but with the en¬ 
trance on the side full advantage of the front may be 
taken and inasmuch as it may be considered as valu¬ 
able advertising space it is essential to use all of it 
for display purposes. The question to decide is whether 
the advantage of having the whole front for display 
more than offset the disadvantage of having the en¬ 
trance to the garage on the side street. Even if the 
garage trade is the most important part of y-our busi¬ 
ness, and evidently it is not, the side entrance is not 
very objectionable provided there is a large sign at the 
front stating that the garage entrance is on the side 
street. 

Fig. 3 has capacity for only five cars in the repair 
shop. Entrance to the garage is from both streets, but 
when the demand for space is strong, the last cars in 
at night may be placed in the side entrance way. 

Fig. 4, which has no front entrance for cars, is not only a more attractive building to look at but 
also the layout of garage and repair shop is more convenient. 

As far as storage capacity is concerned there is little to choose, fig. 3 having room for twenty- 
eight cars, including five in the shop, and fig. 4 having space for one less, including nine in the shop. 
The shop in fig. 3 may readily be enlarged if desired, by lengthening it. 


mu a 


iCAtx cr on 


■A I 


:.A7 


OFFICE 


Fig. 3.—Left—complete establishment located 
on corner and with front entrance. Fig. 4.— 
Right—same with no front entrance. 


nr] 


omci 




vLPftlP \>MOk 




MIN 


m r.N 


LAlbC WHSSDOILl 

CZD □ □ 


STOCK 


«tdl 


WA'.H 

PACK 


root 


uxuiiii li 


sc a it or ruT 

Fig. 1.—Plan view. The cars in front, near the 
shop doors should be the ones which are away from 
the garage the most. 


Fig. 2.—Front view. .Note the drive way to 
garage, gives the show room a corner appearance 
and light. 

A 60x100 Garage Building. 

Figs. 1 and 2: A one story building for a garage, 
salesroom, accessory store and shop—The scale draw¬ 
ing is shown in illustration to the left. The siae of 
the lot is 60x100 feet. The building is erected so that 
another story can be added.. 


The entrance to the garage is exposed so that light can be obtained from two sides into showroom. 
Thus, you have practically all the advantages of being on a corner. 


Steam Heating a Garage. 


As an example we will give the dimensions for garage 48x62: It is assumed that it is a steam 
heating system working at a pressure of 5 lb. gauge and you will use an ordinary low-pressure steam 

boiler, such as is used in heating houses. (See fig. 2 this 
illustration for a suggested plan.) 

If you intend to place 
the boiler outside of the 
garage, you do not want 
to overlook the fact that 
it should be suitably 
housed, so that no heat 
will be wasted in warm¬ 
ing the open atmosphere. 

The boiler must be set 
so that the water line will 
be below the level of the 
lowest radiator or coil, so 
that the condensation will 
drain from the coils back 
to the boiler by gravity. 
If this is not done, the 
heating system will be 
very inefficient, as you 
will have to heat cold 
water up to the steaming 
point, instead of being 
able to reclaim some of 
the heated water. 


tow PfcLSSUtE 
RADIATOR 

VALVE 

Sin. std^stefl pu*n 



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) 

I 


~if T 


MEDIUM 
RETURN BINDS 


-y, 


1 

i~S 


U-IN 


21*4 

Pi PC 


Lj 


"i 


•'3iNPIP£ 


Pici. 2—Steam heating system for garage 43 * 
C2. The hearing coils are made of steel pipe 
2 in. in diameter • 


WATER SUPPLY 


































































































































































































































































































































































BUILDING AND EQUIPMENT OF GARAGE AND SHOP. 


599 


A Twenty-Eight Car Garage. 

Including salesroom, accessory store, 
office, toilets and shop is shown in chart 
243-A, fig. 3 and 4. 

Heating a Garage. 

The usual plan is by steam, or hot water. 
The method of assembling the pipes or coils 
is illustrated in chart 243-A. For garages 
of larger capacity there would be more coils 
and a larger boiler. 

Lighting A Garage. 

Fig. 5, chart 24 3-B, illustrates types of 
lamps, reflectors, and the placing of same to 
advantage. 

Pointers on Office Work. 

While it is very important to operate the 
office in a systematic manner, about seven 
out of ten neglect this part of the business. 


In chart 243-B, a system of repair checking 
cards and how to use them is fully explained. 

The office, (fig. 1, chart 243) which is 
also equipped as a reception room; contains, 
in addition, a desk, table, chairs, safe and 
couch. The office is lighted by two 40-watt 
Mazda lamps with 12-inch diffusers. The 
price of the office furniture and safe is 
about $100. 

The system designed to take care of all 
the business of this garage is exceedingly 
simple. To carry it out, only three forms 
are required; a monthly checking sheet, a 
monthly supply sales sheet and a repair 
card. In addition to these forms an or¬ 
dinary ledger is used, in which each cus¬ 
tomer is given a page on which all his 
charges and credits are entered. (See chart 
2 4 3-B.) 


*Garage and Repair Shop Prices for Storage and Repairs. 

The prices below are not standard but are about as near standard as can be compiled. 
Note the difference in prices to those who purchase gas, oil and grease from the companv 
and who are regular customers and transients. 


Per Month—(Regular Customer). 


Roadsters, small, list under $1,400.$15.00 

Roadsters, large, list over 1,400. 20.00 

Tour, cars, small, list under 1,400. 17.50 

Tour, cars, 5-pass., list over 1,400. 20.00 

Tour, cars, 7-pass., list over 1,400. 25.00 

Coupes and enclosed cars . 25.00 

Limousine '. . 30.00 

Electric— (Regular). 

Runabouts .$30.00 

Coupes, victorias, etc. 35.00 

Cars with Edison equipment extra. 5.00 

Transient. 

Wash, polish and storage, first night. $2.00 

Wash, polish and storage, each additional 

night . 1.50 

Storage only, per night. 1.00 

Dead Storage. 

One-third regular rate.Per month 

Separate body storage, per month. $5.00 


Repairs Per Hour. 

Day labor, according to work....per hour $0.60 


Night work and outside work.per hour .90 

Sunday and holiday labor.per hour 1.20 

Shop room for chauffeurs when owners furn¬ 
ish tools .per day 1.00 

Chauffeurs furnished to drive owner’s car 

(day) . per hour .60 

Chauffeurs furnished to drive owner’s cars 

(night) .1 . per hour .60 


We will not be responsible for cars left for 
repairs or storage in case of fire, water, cyclone or 
other accidents, or if car is damaged in delivery to 
and from our garage. 

We are not responsible for articles left in cars 
or in the shop. 

Note—the above is printed on a heavy card, 
14x24 inches, framed and placed in a conspicuous 
place. 


**Fixtures for a Garage and Shop. 


Fixtures for the repair shop should con¬ 
sist of such things as: Shelves and racks 
for tools, such as stocks, hack saws, etc., 
should be on the walls at the back of the 
vise. A set of stout drawers for keeping 
bolts and screws and brass rods should be 
provided. Some of the drawers should be 
fitted with locks and keys, for sometimes 
tools will disappear. Several shelves should 
be put up for storing various spare parts, 
mandrills, etc., but it must be remembered 
that the shelves when full may have to 
carry a very considerable weight; they 
should be stout and well secured. 

Fixtures for the garage would also con¬ 
sist of such parts as lubricating oil tanks, 
gasoline tank, wash hose and washing rack, 
heating plant, turntable, stock room, etc. 

A heating plant, either hot water or steam 
with coil pipes or radiators must be pro¬ 
vided. This plant should be in a cellar or 
on the outside of the building in a small 
brick enclosure. 


A turntable is very handy for garages and 
should be placed in the center of the garage. 

Next, fit up a wash rack as explained in 
chart 246. For the lubricating oils, a small 
enclosure can be provided made of wire fenc¬ 
ing with a lock and key. A stock room is 
next in importance, as explained on 
page 601. 

The gasoline supply should be stored in 
an underground tank, placed some distance 
from the building, from which it is piped 
to a pump located inside of the building near 
the wash rack. The gasoline tank should 
have from 120 to 280 gallon capacity. (See 
chart 244.) 

A gasoline pump can be connected to a 
tank under the sidewalk or in the rear. 

A Western gasoline pump, with the stroke 
adjustable for 1-4, 1-2, 1 and 2 gallons, 
and equipped with a 280 gallon tank, is 


*See page 574 for standard price charged for Tire Repairing. 

**See Instruction 46D, for useful home made devices for the Shop. 






















600 


DYKE’S INSTRUCTION NUMBER FORTY-FIVE. 



Fig. 5.—Three types of reflectors for lighting 

garage: Holophane type D’Olier steel type; 
12inch diffuser; Intense type D’Olier. 


Li Silting the Garage. 

Fig. 6.—Lighting the garage—(applies to fig. 1, 
chart 243), but can bo applied to other garages of 
larger size by adding additional lights. 

Naturally the repair shop requires even more elaborate 
lighting facilities tnan the garage space. It is there¬ 
fore equipped with five 60-watt lamps and two 25-watt 
lamps, all of which are of the Mazda (tungsten type.) 
Three 60-watt bulbs W, fitted with Holophane D’Olier 
steel reflectors, fig. 5, and dropped from the ceiling 
to illuminate any part of the car being worked on, 
while two 25-watt lamps (Wl) (shown in the shaded 
circles fig. 1, chart 243), are fitted with the same sort of 
reflector and are so located as to be useful in seeking 
parts stored on the stock shelves (SI). 

Two 60-watt lamps (U) with Holophane intensive glass 
reflectors are dropped above the lathe, planer, and drill 
press, to shed a concentrated light on the work. 


Artificial illumination of the garage proper is supplied by five 100-watt Mazda lamps, equipped with 
12-inch steel diffusers with white enamel finish, fig. 5. 

Special lighting provision is made for washing the cars; there are four 25-watt Mazda lamps located 
at the corners of the washrack, and these lamps are held in Holophane D’Olier steel reflectors, directing 
the light to the lower part of the automobile being washed. 

See also page 465—bow lights can be utilized for battery charging also. 

Checking Sheet, Sales Sheet and Repair Sheet. 

As referred to on page 599. The office work can be greatly lessened by using this system. 

The checking sheet, fig. 2, is 3 feet high by 11 inches wide, with nine 1-inch-wide columns, allowing 
sufficient space for checking one car in and out every day of the month. Thirty-one horizontal lines are 

ruled one inch apart and the dates are printed un¬ 
der the heading “Date.” Thus one square inch of 
space is provided for car “out” and “in.” The 
checking times are entered by the day workman, 
who spends his time keeping garage and cars in 
shape. After the end of the month the sheet is 
filed for future reference. 


Checking Sheet 

April 191 


Car No.. 


Supply Sales Sheet 

April 19) 


Date 

Car 

Materia! 

Ou'n'ty 

4 -t 

7 

Gasoline 

5 gals 

4—9 

80c pd. • 

Gasoline 

4 gals. 

o 

**> 

J 

8 

Iiavoline 

1 gal. 




Fig. 2. Fig. 3. 

Fig. 2.—Monthly checking sheet for cars housed 
in garage. 

Fig. 3.—Monthly supply-sales sheet kept with 
checking sheet. 


Date 

Man 

Start A M. 

Stop A M. 

Start P M. 

Stop P M 


























Total Hours- 


Time lost 


No. 27 


CHFCK 

R£9E 

W8EH 

DONE 


Car No... Owner. 

Repairs to Be Done 


No. 27 


Date. 


Materials Reqaialtfoo 


No. 27 



$ 


$ 


% 

O. K.’d by. 


t 


Date. 


Fig. 4.—Practical repair card, combining repair 
order, material requisition and time card of work- 


Gasoline, oil and other supplies bought by garage 
patrons are noted on the supply-sales sheet, fig. 3. 
If this sheet is made as large as the checking sheet 
it will last a full month. On the last day of the 
month the sheet is taken off it^ board, the sales 
are entered on the car owner’s pages in the ledger 
and the stock records corrected in accordance with 
the sales record. Then the monthly bills are lent 
to the patrons. Where materials of any kind are 
sold to any but regular patrons, the price and the 
notation “paid” is entered on the sales sheet in¬ 
stead of the number of the car. 

For the handling of repairs the repair card, fig. 4, 

is designed. These cards are used in series and are 
numbered consecutively. They consist of three por¬ 
tions with perforations between. The middle por¬ 
tion is filled out when a car is brought in to be 
repaired, the name of the owner, number of car 
and date of the order being written on the blank. 
Then follow the specifications of the work to be 
done. The card is then attached to the automo¬ 
bile and accompanies it to the repair shop. 

The upper portion of the card is now used as a 

time card, the name of the workman and his start¬ 
ing and stopping times being entered upon it. As 
the work progresses the man checks every item of 
the work, and finally enters his total working time 
on the card. If it be necessary to draw upon the 
repair parts stock or buy material from outside, the 
lower portion of the repair card is used as a requi¬ 
sition, upon which the needed material is entered. 
If it is not in stock, and has to be bought, an or¬ 
der is made out after the requisition. In every case 
the cost of the repair part is entered on the requi¬ 
sition, which is O. K.’d by the owner before an 
order is sent out. The repair work being com¬ 
pleted, a charge covering time and materials of the 
repair is made out from the parts of the repair 
card and entered on the ledger page of the car 
ovner. Thus when the monthly bill is made out all 
charges against a patron come up at once. 

When the repair card is no longer needed it is 
file! away under its number, the file being kept, 
with the ledger, in the safe of the office. Thi* 
makes a very compact system, all parts of which 
art accessible to the owner of the garage at a 
minute’s notice, thus enabling him to keep his op¬ 
erations on a high plane of efficiency. 


CHART NO. 243B—Lighting tho Garage—Office System Pointers. 





















































































BUILDING AND EQUIPMENT OF GARAGE AND SHOP. 


601 


sold by the maker for about $200. A curb 
gasoline outfit is shown in fig. 10 chart 244. 

Lubricating oils should be carried in 
about three grades: Light, medium and 
heavy gas engine cylinder oil, also gear 
ease oil and greases. (see chart 24 4.) 
Sixty gallon tanks are usually provided 
for lubricating oils, and all are placed near 
the gasoline pump. 

A lubricating oil tank and a pump capa¬ 
ble of delivering anything up to the con¬ 
sistency of transmission grease, are made 
by concerns mentioned at bottom page 602, 
The entire gasoline and oil outfit would 
cost about $250. Smaller and cheaper lu¬ 
bricating tanks can be had as per charts 
244 and 244-A. 

Many useful devices, in the way of time 
saving additions are shown in charts 245, 
246 and 24 7, also see air compressors, charts 
237-A and 237-B. 

A forge is indispensable; if it burns coal, 
it should be under a separate roof. Gas is 
used quite extensively, however, for this 
purpose and may be placed in the shop. A 
good portable blacksmith outfit is shown 
on page 616. 

An inspection pit is useful, placed at any 
convenient place where the auto can be 
run over it. The pit permits the repair¬ 


man to get under the car and work and 
should be installed. (See charts 244-A 
and 245.) The writer’s pit is 6 feet long, 
2 feet 9 inches wide and 2 feet 9 inches 
deep. A mirror is very handy for throwing 
the light in dark corners when at work in 
the pit under the car. 

A chain hoist, for lifting the engine and 
other heavy parts, will pay for itself many 
times over in time and labor, (see page 616.) 

Fire extinguishers should be kept handy. 
The only part of the building, (if made of 
concrete or brick),, that is liable to fire is 
the roof. In case of fire—keep two or 
three buckets of sand handy (or fire ex¬ 
tinguishers) to put out gasoline fire, as 
water is useless. 

A water connection in the repair shop 
will be bandy and should be installed. 

Electric lamps with wire guards and a 
long cord for working around the car is 
very necessary. 

There is no end to the number of useful 
devices which can be installed in a repair 
shop and garage. We have selected those 
which are most necessary and will now 
suggest other desirable devices for use 
around a shop. (See charts 245 to 247 and 
Instructions 4 6 to 46-D.) 


The Stock Room. 


More money is lost in the repair shop 
and garage by having supplies scattered 
over the shop promiscuously, than in any 
other part of the business. 

Every repair shop no matter how small 
should provide a stock room with a good 



See charts 247-A, 247-B, for list of 
supplies. 

lock and key and everything in the way 
supplies kept therein. 


Systematic arrangement and a place for 
everything and everything in its place will 
save time and money. 

The stock room is generally placed in some 
convenient place in the garage or repair 
shop. It is usually constructed of lattice 
work with good Yale lock on the door. In 
large shops the stock room is in charge of 
a responsible person, whose business it is to 
keep the stock replenished and deliver ma¬ 
terial to the workmen and customers. 

Supplies In the rubber line. Repair shops can 
make extra money by carrying rubber supplies 
which are generally made by tire concerns, such 
as automobile spring bumpers, rubber horn bulbs, 
collapsible rubber buckets, etc. 

Automobile rubber mats which comes in rolls 
3-32 to % inch thick and 35 to 48 inches wide 
Matting also comes corrugated and perforated. 

Radiator hose, tire tape. Rubber tubing for 
gas; tire inflating tubing; comes in black, white 
or red. Sizes % 2 . & n d V4 inch inside 

diameter. 


**Money Making Additions. 


There are several extra additions which 
can be added, all necessary and well worth 
the investment. 

Tire department; a small or large vul- 
canizer for repairing tires, see fig. 2, page 
610. 

A battery charging department; for re¬ 
charging, starting, lighting and ignition bat¬ 
teries, see fig. 1, page 610, 460 and 462. 


Oxy-acetylene outfit for welding and car¬ 
bon cleaning, pages 610 and 737. Of course, 
with all this more room will be necessary, 
but it is surprising how small a space all the 
above can be carried on in, if properly 
planned out. 

There is quite a profit in handling lubri¬ 
cating oils, grease and gasoline, and, if pos¬ 
sible, an equipment for handling same 
should be added. 


During the winter months, there is much more 
of such battery recharging work brought to the 
garages because the cold weather reduces the 
charge-holding capacity of the storage batteries, 
while at the same time the cold engines require 
more current from the batteries to start them. 


The car rental service is something worth 
considering and can be added in time. 

A supply department is very remunerative, 
providing the proper supplies are carried. 


*See Instruction 4 6-D for useful Home-made Devices for the Shop. 
**See page 848 for repairing tops. 





















































602 


DYKE’S INSTRUCTION NUMBER FORTY-FIVE. 




Fig. 1—Lubri¬ 
cating oil tank. 
This tank can be 
used for engine 
oil and general 
lubricating oil. 
It is made of 
galvanized steel 
and holds 60 
gallons. Fitted 
with a positive 
action force 
pump. The ad¬ 
vantage is that 
it keeps the oil 
covered, and free 
from grit and 
dirt. The Bowser 
Co. of Ft. Wayne, 
Ind. make a 
more elaborate 
affair. 


Sectional Vi«w.> 


Fig. 2 — The 
cross oil filter 

will save o i 1 
which is wasted 
by filtering the 
used oil through 
this filter. It 
will also rid the 
oil of grit and 
mineral s u b- 
stances. 


Fig. 3 — A 

waste can is 

required by the 
insurance com¬ 
panies, instead 
of throwing 
greasy, oily, in¬ 
flammable- waste 
on the floor, it 
is placed in this 
can. Every gar¬ 
age should have 
this waste can. 


Fig. 4—T h e 
lover gasoline 
%nd radiator fil¬ 
ler will prevent 
spilling .and is 
very easy to han¬ 
dle. It holds 5 
gallons. It is not 
advisable to put 
gasoline in the 
same vessel used 
for water, but if 
it is necessary, 
then place a 
chamois skin in 
the funnel, pour 
the gasoline 
through it. No 
water will then 
pass into the 
gasoline tank. 


In selecting sponges, chamois and waste, it is advisable 
to use only the best. 

Waste usually comes in bales of 50 or 100 pounds. It is 
economy to buy waste by the bale. Nothing but the very 
best white waste is suitable for automobile work. When 
waste has been used and ready to throw away, place it in 

a can, see Figure 3. 


Fig. 6—Illus¬ 
trates a smaller 
size pf dover 
radiator and gas¬ 
oline filler — ad¬ 
visable to have 
one each for gas¬ 
oline and water. 
This filler is also 
suitable for lubri¬ 
cating oil. 


Chamois Skins are used for washing and cleaning the body and fine surfaces. It is a difficult matter 
to obtain a good genuine chamois skin, but it is worth the difference in price to get the best. The French 
chamois skin seems to be the most durable and pliable. Chamois skins come in sizes 28x32 inchefi and 
19x21. A package of chamois generally contain a dozen. 

Sponges often times contain sand and grit, especially the cheaper grade. ' Many cars bavo received 
scratches which cannot be removed by using the cheap gritty sponge The best sponge is the Rock 
Island SheepswoQ 1 sponges. They come in bales of 15, -5 30 and 50 pounds. 


I 



The gasoline storage tank to 
supply gasoline inside of garage to 
a pump placed away from the tank, 
requires special installation on ac¬ 
count of the insurance. The tank 
can be placed in the ground 18 
inches below the surface. The In¬ 
surance Co.’s are very strict. The 
above plan is one that passes in¬ 
spection in New York City. 

Give tank 3 coats of asphaltum. 

Address some of the storage tank 
manufacturers: Western Oil Pump 
& Tank Co., St. Louis Mo. O. K. 
Harry Steel Co., St. Louis, Mo. 
Wayne Oil Tank Co., Ft. Wayne, 
Ind. American Oil Pump Tank Oo., 
Cincinnati, Ohio. 



Fig. 10. A curb or road-side pump is 
shown. An electric light fixture with globe 
is placed above. The storage tank is buried 
under ground, usually as close to pump as 
possible—it is connected by a 1% inch suc¬ 
tion pipe with foot valve placed at the end 
of suction pipe. Standard tanks range from 
1 to 20 bbl. capacity. Parts are: foot valve, 
vented fill pipe with lock, suction pipe and 
gauge stick. (The Am. Oil Pump & Tank 
Co. Cincinnati O.) 

An air pressure gasoline system is Mfgd. 
by Allen Pressure System Co., 1926 Broad¬ 
way, N. Y. 


Fire extinguishers should be in conspi- 
cious places about the garage. Gasoline 
often drips from a carburetor and back firing 
or a spark from a muffler will ignite the 
gasoline. Once a gasoline fire is started 
it is difficult to extinguish. Never use water; 
it will only serve to float the gasoline and 
spread the flame. If a fire extinguisher is 
not on hand, keep a box of fine earth or sand 
and dash over the flame. Flour will also do 
if nothing else is handy. 


Fig. 10. Curb gasoline pump. 


CHART NO. 344—Oil and Gasoline Equipment. Waste, Sponges and Chamois. Gasoline Storage 
Systems. 



































































603 


BUILDING AND EQUIPMENT OF GARAGE AND SHOP. 





pig. 4—How spring Is made by winding 
wire around bolt 


OIL-SETTLING TANK 
The oil drained from the crankcase is 
usually a dead loss, as it is unfit for fur¬ 
ther motor use. It is, however, suitable 
for lubrication of farm machinery or 
such light implements as tho lawn- 
mower and the wheelbarrow, and may be 
reclaimed by the settling tank shown. 
The old oil is poured into the tank as 
fast as it collects and the sediment al¬ 
lowed to drop to the bottom, the clean 
oil rising to the top and being drawn off 
as required. The resale price should be 
made low to attract the trade, and is al¬ 
most a clear profit.— 


REPAIRSHOP PIT 
A concrete repair pit, the depth of 
which may, be varied,- is illustrated. 
Ledges are provided at different heights 
and boards may be placed across, giving 
the mechanic free access to the work. 
Much of tho dampness of this type of 
pit is removed by the wooden floor and 
the space beneath. Several of the boards 
on one of the upper ledges may be left 
in place and used as shelves for the tools 
and for steps in getting into and out of 
the pit.— 


rtEXIBLE 

TUBINC 


PROMISE-RECORDING 

SYSTEM 

A visible promise-recording system is 
shown. When the car reaches the repair- 
shop floor, the work to be done is noted 
from' the instruction card, and the job 
promised to be done at a certain time 
This promise is recorded by means of a 
heavy bordered card, pasted to the wind¬ 
shield and having the initial letter of 
the day of the promise printed at the top 
center. For example, if the car is prom¬ 
ised for Saturday, a card having the 
letter “S” is used; if Monday, the letter 
“M.” The foreman can then instantly 
see what must be got out each day and 
what promises are broken, and why. 


OIL-STORAGE TANKS 
The common type of oil-storage tanks 
requires a pump and does not provide a 
convenient place for keeping the meas¬ 
ures. Gravity flow is somewhat handier 
and the installation requires less floor 
space. A simple method of storing sev¬ 
eral grades of oil and having them on 
tap is illustrated. The tanks may be 
made by any tinsmith, and are provided 
with gage glasses that show at a glance 
the amount of oil on hand. The conical¬ 
shaped bottoms permit the draining of 
the last drop of oil afid prevent the col¬ 
lection of any sediment. A shelf pro¬ 
vided with a drip-pan offers a convenient 
place for'keeping the receptacles. 


TABRIC 


, CUTTING TIRE FABRIC 

A simple but effective device for per¬ 
mitting fabric to be cut on the bias, with 
a wet knife, instead of shears, is illus¬ 
trated. -A hardwood strip, forming the 
straight edge, is placed 45 deg. across 
the tire repair bench, and each end fitted 
with hardwood angle blocks in the man¬ 
ner shown. These edges even up against 
the edge of the bench and secure a per 
feet 45 deg. cutting angle.— 


section tkrouck table 


TABLE FOR WASHING 
PARTS 


For any given quantity of gasoline a 
maximum of service with a minimum of 
waste in washing parts may be obtained 
by the use of the washing table shown. 
The table is covered with sheet metal, 
the feature being the trough around the 
edge which serves as a return to the pail 
for the washing liquid. In returning, 
much Ot the heavier grease is dropped 
and may be scraped up and deposited in 
a can kept for that purpose. 


Mt>‘ BLOCK ANCLE' 


STRIP 


OIL TRANSFERRING 
SYSTEM 

Oil may be most readily transferred 
from the barrel to the storage can by 
the aid of a differential.pulley and suit¬ 
able grab-hooks. The differential pulley 
may be fastened to the ceiling beams 
just over the oil storage room doorway, 
and if the storage cans are mounted on 
castors in the manner shown, they may 
be easily rolled under the suspended 
barrel, a hole drilled in the bung, and 
the oil transferred without further at¬ 
tention. The oil storage room shown in 
the sketch has several valuable features. 
First, the oil may be locked up, and is 
only accessible to the proper persons; 
secondly, the upper part contains a shelf 
in which the surplus stock of heavy oils 
and greases are stored.- 


GAGE 


A POWERFUL GREASE GUN 
A powerful grease gun for filling uni¬ 
versal joints and steering gears is illus¬ 
trated. The barrel of the gun is a piece 
of 6-in. pipe about 16 in. long, and car¬ 
ries a metal piston having a single ring. 
This piston is forced downward through 
the action of a threaded rod, screwed 
into a cap at one end, and operated by 
a hand wheel. The other end of the bar¬ 
rel is likewise covered with a cap and 
carries a length of flexible tubing, 
through which the grease is forced to 
the part. The barrel is mounted on 
wooden uprights, and is large enough to 
permit one loading to supply several 
joints. The amount of grease used each 
time may be readily determined by 
weighing the gun before and after using 


PROMISE 

CARD 


WORKMAN'S 


TIME CARD 


ORDER AUD 
instruction 
CARD 


I 

I 


CHART NO. 244 -A—Miscellaneous Additions for Garage and Sliop. Many other useful shop de¬ 
vices are shown in Instruction 4 6-D. 

(Motor World.) 










































































































































604 


DYKE’S INSTRUCTION NUMBER FORTY-FIVE. 





CHART NO. 245—Different Methods for Working under Cars. 


Fig. 1—A pit is provided in most shops. The 
] car is rolled over the pit. Size of pit is usually 
6 ft. long, 2 ft. 9 in. wide and 2 ft. 9in. deep. 

A very well laid out plan for a pit is shown 
in chart 244-A. 


This creeper is 

easily made, and 
strong enough to per¬ 
mit a car to run over 
it without injury. 
Cross strips are 2x% 
inch steel aud bent 
slightly to give clear¬ 
ance for the swivel 
castors and yet keep 
Slats are 4x% in. hard wood. 


Fig. 3. Durable creeper 
t body of creeper low. 


Fig. 4—A see-saw arrangement for working 
under car. 


Fig. 1—An inspection pit is useful; placed at 
any convenient place where the auto can be run 
over it. The pit permits the repairman to get 
under the car and work. 

The pits are usually made as per the dimensions 
under the illustrations. A mirror is very handy 
for throwing light in dark corners when working 
under a car. 


Fig. 2—Portable structure for working under 

cars where there is an elevator. 


HCA3 


REA? WHEEL 

rus'Gt 


Fig. 6. 

&UAKE DEUK 

This portable service 
lamp was made both for 
night service in the shop, 
and for work on the 
road. A standard head¬ 
light, together with its 
bracket, is clamped to a 
pipe upright, bent as il¬ 
lustrated. This upright 
is fastened to a base 
that is an old rear 
wheel flange bolted to a 
brake drum. Current is 
derived either from di¬ 
rect connection with the 
storage battery or by 
plugging into the dash 
lamp circuit.— (Motor 
World.) 


Fig. 5A—The Continental 

adjustable engine stand. 


Fig. 2—Where there is an elevator and no pit. 

The structure serves the same purpose as a pit 
with the additional advantages of being portable, 
more cleanly, and more accessible. It permits the 
workmen to perform most of their operations by 
daylight instead of subjecting them to the ineffi¬ 
cient glare of an electric light bulb. No skids are 
required with this structure in any garage where 
an elevator is provided; the elevator with the 
vehicle upon it is simply brought to a stop at the 
height of the truck and the truck then adjusted 
so the car can be rolled upon it. Being mounted 
on casters, the truck can be moved easily to the 
lightest portion of the shop. 

Fig. 4—A good many devices have been invented 
to aid in getting under a car for doing repair work. 
Where it is impossible to make a pit, something 
like the illustration will be found useful, and will 
answer the purpose. As will be seen it can be 
raised to rest in a horizontal position, or either the 
front or rear may be raised as required. 
When at an angle, the rront or rear may 
be raised two feet. When in a horizontal 
position, as shown in the illustration, the 
elevation is about one foot. The apparatus 
consists of a light swinging runway upon 
which the car is pushed. When the repair 
work is at the forward end of the car the 
front is raised, and thus there is plenty of 
room to work. When the work to be done 
is at the rear of the car; the opposite 
incline is given. The method of fastening 
the car on the incline shows for itself. It 
consists of two hinged pieces wTiich rests 
against the wheels. 

Fig. 7—Another method for working under a car: Front end of car is hoisted 
by chain and special made wood jacks are placed under axle. The stands or jacks 
must be designed for least space possible—in order to give working room between 
them. 

• 

Fig. 5—The Continental assembly and welding table greatly helps to speed up 

all kinds and types of assembly work.. It is not necessary to continually change 
the position of the article which is being w'orked on, in respect to the table, as the 
table may be revolved and the work comes to the right position. The table is 
instantly locked. 

















































































BUILDING AND EQUIPMENT OF GARAGE AND SHOP. 


605 



Fig. 4—A chain hoist and frame 
as shown above is a necessity in 
a repair shop for lifting engines 
from chassis. The frame is made 
of heavy iron pipe with rollers, 
also see other charts under “Re¬ 
pair Shop Hints,’’ Inst. 46-D. 


PIVOT 



The feature of this crane, which 
is made of structural steel and 
mounted on four castors, is that 
the overhanging arm is pivoted so 
that it may be swung from side to 
side. The block and tackle may 
be attached at three points on this 
arm. The swivel feature of the 
arm is a convenience in removing 
or replacing an enging, as it al¬ 
lows for fine adjustment or fa¬ 
cilitates removal by enabling the 
engine to be swung out over the 
chassis with a minimum of effort. 
The construction is very substan¬ 
tial. ' 





^3 


"Fig. 6—Portable hose swing rack 
for washing cars. This rack is 
made of standard pipe and fittings. 
The illustration gives an idea of 
its construction. 

A wash is usually made about 
12 or 14 ft. wide and about 15 
or 18 feet long. It is made of 
granitoid arranged so that the 
water flows to a trap in the center 
for draining. 



A washer with several hose 

outlets, which meets all require¬ 
ments and is not likely to get out 
of order is made out of four lengths 
of hose suspended from pipe con¬ 
nections at the four corners of 
the wash rack. Each hose is 
connected to a plug valve which is 
spring-closed and opened by a 
slight pull on the hose. The ad¬ 
vantage of the four-hose construc¬ 
tion is that it is simple, not apt 
to get out of order, «^d allows 
more than one man to work on 
a car. 


When the 'crankshaft has been 
removed and the connecting-r®d 
bearings are to be scraped, the 
bracket shown will be found con¬ 
venient for holding the crank¬ 
shaft on the bench. It is merely 
a metal angle with slots for bolts 
which go through the crankshaft 
flange. The support at the other 
end is a notched board. 



Fig. 6. 

An iron rail is a useful device 
for any shop. 



The saw stand il¬ 
lustrated is useful in 
cutting off a long bar 
of stock in a power 
saw. Its construc¬ 
tion is so simple that 
nothing further need 
be said. 



This is an ideal shop crane or 
hoist which can be moved from 
place to place. By running the 
lower part under front of car, the 
engine or parts can be lifted. 
Manufactured by The United En¬ 
gine and Manufacturing Co.. 
Hanover, Pa., another type called 
the “Canton” is supplied by the 
St. Louis Machinist Supply Co., 
St. Louis, Missouri. 



A portable work 

bench—an improvement 
would be to add shelves 
underneath for part*. 
Note the rollers (R) and 
handles (H). 


An engine stand that is adjustable as to 
width, and that is very light yet strong, can 
be made out of structural steel. The top 
members are 4-inch channels, the legs 2x3 
inch T iron, and the cross members are 
made of flat stock ^4x1 inch. 



Another home made 
stand, for working on 
axles. 


CHART NO. 240—Time and Labor Saving Home Made Devices for the Shop and Garage—also see 
charts 302 to 308-A. 





































































































































































606 


DYKE’S INSTRUCTION NUMBER FORTY-FIVE. 











Fig. 1 Fig. 2 Fig. 3 

Crane wheel pullers—a complete outfit is shown. 

Fig. 1 —the complete outfit with various length at¬ 
tachments; Fig. 2—a special attachment which 
makes an arbor press; Fig. 3—removing a fly wheel. 
Mfg’d by—Crane Puller Co., Arlington Mass., also 
write to W. E. Prudden Hdw. Co., 864, 8th ave. 
N. Y., for information on another type of wheel 
puller. 


Fig. 4—This makeshift wheel puller 
is made from two long bolts B, with 
nuts, a short thick bolt D and three 
pieces of iron drilled as shown. 
These parts are applied to the wheel 
with the short pieces of iron behind 
the spokes of the wheel, and the bolt 
D communicating between the bar and 
the end of the axle shaft. By taking 
up evenly on the two nuts with the 
wrench M and occasionally striking the 
bar opposite the bolt D with a ham¬ 
mer, a very stubborn wheel can be 
easily removed. 


cMS S nErnvv 

■'- 41 ' 


Of BIH MAE1XE 


This stock bin 
marker permits 
ready location of 
any bin in the 
stock room. It Is 
a sheet metal tag, 
bearing the num¬ 
ber of the bin to 
which it is at¬ 
tached. As it 
projects out into 
the aisle, and is 
large enough to 
be easily read, the location of any 
desired bin may be seen at a 
glance. 

This tool box is made integral 
with its base, and is mounted on 
castors, so that it may be taken to 
the side of the car upon which the 
work is to be done. The tool box 
proper is shallow, and contains a 
space for the more common tools, 
in addition to several small com¬ 
partments for miscellaneous parts. 
The more valuable, precise and 
less frequently used tools are kept 
in a drawer beneath the box, 
which is locked unless in use. 


Wheel Puller Made from Spring Clip. 


Substantial drawers of 
large size provide con¬ 
venient means for stor¬ 
ing parts removed from 
cars that are being re¬ 
paired. The usual meth¬ 
od is to place the parts 
on the bench, but this is 
objectionable because 
there is always danger of 
them being mislaid or 
used on other cars. A 
drawer 10x18x24 in. is 
large enough to take all 
the ordinary parts, such 
as bolts, nuts, washers, 
carburetor, magneto, pis¬ 
tons, connecting-r o d s, 
bearings, etc. The draw¬ 
er may be placed at the 
side of the car and as 
^ soon as a'll the parts 

have been removed it may be put back in the cabinet. A 
padlock safe-guards the parts until they are needed again. 
These drawers also aid in keeping the shop neat and protect 
the parts from dirt. The top of the cabinet may be used as a 
bench or table. 


Pulling a wheel from a rusted axle is a bigger 
job than it appears. If the axle is greased before 
the wheel is put on, the probabilities are it will 
come off readily, if not it will, more than likely, 
be a task. A wheel puller can be bought of any 
auto supply house or one can be made by local 
blacksmith. Every repair shop needs a wheel puller. 

A wheel puller can also be utilized for removing 
fly wheels, transmissions, gears, collars, pulleys 
couplings, marine propellers, etc. 


Fig. 5.—A home-made gear wheel 
puller: First get a piece of soft iron 
or steel. This piece must be 5 in. long 
and 1 in. square. Then find a long 
spring clip, the longer the better; cut 
the clip in two pieces at the bottom 
about Vi in. from the inside of the 
clip, then you have the arms com¬ 
pleted. 

To make the cross-member have a 
piece of iron or steel 1 in. square by 
5 in. in length; drill a hole in the 
center and tap threads for a % in. 
bolt. Next you can drill three or more 
smaller holes on each side of the 
large center hole and tap these holes 
out to fit the threads on the spring 
clip; then you have an adjustment for 
three or more gears. 


This home-made arbor press is made 
of channel sections from an old frame. 
It comprises an inverted U-shaped 
member, supported in an upright po¬ 
sition on the channel base as shown. 
The overall height is about 5% ft. 
and the width 4 ft. The pressure 
screw is carried on two large nuts that 
are old clutch flanges tapped out, 
both the screw and the nuts having 
square threads. An old flywheel, 
keyed to the lower end of the pres¬ 
sure screw serves as a hand wheel, 
and is provided with vertical pins so 
that a pinch bar may be used to in¬ 
crease the leverage. 



SOUm THPtAD. 


CLUTCH 

ruKccs 


(Arbor presses are manufactured by Weaver Manufacturing 
Co., Springfield Illinois.) 


CHART NO. 247—Useful Devices for the Shop—continued. 

(Votor World.) 





























































































BUILDING AND EQUIPMENT OF GARAGE AND SHOP 


607 


. . CAP SCREWS 
U S. S. AND S. A. c. THREADS 



An assortment of 12 in a box. Two 
each, %-tnch bolt, 1 and 1%-inch long. 
Two each, %-inch l>olt. 1 and 1%-inch 
long. Two each, % inch bolt. 1% and \)£ 
inch long. * 


CAMPBELL SPRING COTTFRS 



100 spring cotter pins assorted sizes; 
all sizes for automobile work put up in 
boxes 


S. A. E. CASTELLATED 
HEXAGON NUTS 



An assortment of 15 in a box. Foui 
each, %-ineh; throe inch; two each, 
Vi. %-inch. All perfect, well finished nuts. 


TAPER PINS 



An assortment of 40 in a box. Six 
sizes, from 0x1 to 5x2% inches. High 
grade, turned pius. 





STANDARD HEXAGON NUTS 


LOCK WASHERS 


Bolt and Nut 


An assortment of 24 in a box. Standard 


An assortment of 10 each in the follow- 


threads. Eight each, %, 3'inch. All >ng sizes: %-inch; three each, 

perfect, well finished nuts. % itich. 


Tms aox coHiwns 
. U>0 

-ytHMHEX • VATS 
msov to tats 
rGB •OIOB VtMOVtS 
1 to t\ | 


Cs::aa % 5 


--- 




Spring Assortment 


Machine Screws and 
Nuts, Assorted 


No. a 

Coppei Wire Terminals 


Gasket, Assortment 


l 




Supplies for the Repair Shop Stock Room. 


Assortment as illustrated above. Can be secured of 
Supply Houses or Stevens Co., 375 Broadway, 
N. Y. 

Asbestos—sheet and wicking. 

Babbitt metal—for bearings. 

Blue, Prussian, for “spotting in,” page 642. 

Brake lining—see page 615, 688. 

Bolts—stove and carriage, assorted sizes. 

Body polish—brass and nickel. 

Brushes—paint, scratch, file. 

Brushes—for generator and motor. 

Bushings—for crankshafts. 

Chalk line—for aligning wheels. 

Cotter-pins—assorted sizes. 

Carbide—in cans. 

Cocks—compression and pet. 

Chamois—for washing car. 

Cylinder oil—light, medium, heavy. 

Cup and transmission grease. 

Candle wicking—for pump packing. 

Clamps—hose and screw. 

Celluloid sheets—for top curtains. 

Cloth—crocus and emery. 

Drill rods and drills— 

Dry cells—testing not less than 25 amperes. 

Ells—brass; for gasoline and oil lines. 

Emery cloth—No. 00 to No. 1. 

Electric lamp bulbs—see pages 543, 434. 

Pelt—sheet and washers. 

Fibre—sheet and block. 

Flux—for soldering aluminum and brass. 

Graphite—powdered and flake. 

Grease cups—14, %• 

Gaskets assorted—copper, asbestos lined for valve 
caps, carburetor, exhaust and inlet manifold, 
spark plugs, etc. See pages 717, 239. 

Gas tips—14 and 1 ft. sizes. 

Gas tank keys—for Prestolite gas tanks. 

Hand washing compound— 

Hemp wicking—for packing. 

Hose—for radiator and gas. 

Hose clamps—for radiator hose. 

Inner valve parts—for tire valves. 

Iron—bars and rods. 

Iron—sheet 

Inner shoes—for blow outs. 

Key stock—in bars. 

Kerosene—for general cleaning. 

Keys—Woodruff, Whitney and straight. 

Leather—(heavy) for under radiator and bodies 
and refacing cone clutches. 

Lard oil—for thread cuttings, tapping and drilling. 
Lock washers—14 to % in. 

Moboline—for packing. 

Neats foot oil—for clutch. 

Nails—assorted. 

Outer shoes—for cuts in casing. 

Pipe plugs—iron and brass 14 to % inch. 

Paper—heavy brown, sand, emery. 

Platinum points—for interrupters, and magneto. 
Rivets—iron and copper, assorted. 

Rubber—sheet packing ik to A. . 

Rubbei-r-tubing for gas, air, tiro, hose, (see tire). 
Rubber—matting. 

Sheet—iron, brass, copper, tin and lead. 

Shims—laminated. 


Solder—half and half, string and aluminum. 

Soldering compound and acid. 

Screws—machine, cap, lag, wood and set. 

Steel rods—bar, tool. 

Spark plugs—14 inch, S. A. E., metric (page 238). 

Switches—push, snap. 

Shellac—for gaskets, etc. 

Spring—steel and assorted springs. 

Steel bars: Few feet of 14 inch, % inch, Y 2 inch, 
% inch, % inch, % inch and 1 inch iron bars, 
also steel, brass and wire rods. 

Tees—14, 14, brass for gas lines. 

Tacks—assorted sizes. 

Tubing—copper, brass, for gas and oil lines 14, 14 
inch, this tubing generally comes hard, but can 
be annealed (softened) by heating it. 

Tape—adhesive; for electric wiring. 

Taper pins—14 to % inch. 

Unions—brass, Ys inch, and soldering connections 
for gasoline lines—page 608. 

Valve grinding compound, see page 630. 

Valves—for gasoline and oil lines, tire valves and 
oversize valves for engine. 

Valve caps—for leading engines, valve caps for tire 
valves. 

Wire—copper, brass, spring, piano, and insulated. 

Wire—for wiring cars as; primary flexible cable 
and secondary cable. 

Washers—punched, split, and brass. 

Copper Gaskets for Spark Plugs. 

S. A. E: %" (inside di. %; outside 1 Ys"). 

Half inch; (inside di. ; 0 . s. di. l s \"). 

Metric: (inside di. §§ ; o. s. di. §f"). 

See pages 238, 239 and 612. 


Assorted Piston Rings 

For older model cars. Can be secured of Stevens 
Co., New York, or any piston ring manufacturer. 
See foot note, page 655. 

2% x : Saxon 16-17, Grant 14, Continental 16. 

2 % x : Saxon 16-17, Haynes 17, Oldsmobile 17. 

Pathfinder 17, Grant 16, Scripps-Booth 15. 

3 Ys x : Cadillac 15-16, Overland 16, Chalmers 15. 
3 x i®, • Buick Truck 14, Dort 15, Grant 16, King 

16. Packard Twin 6-16. 

3 14 x : Apperson, Dort, Chalmers, Hupmobile, 
Mitchell, Moon, Franklin. 

314 x 14: Velie, Overland, Moon 16, Continental. 

3 % x -, 3 5 : Hupmobile 15, Overland 17, Buick 17. 
314 x -i 3 ff : Cole 16, Carter Car, Studebaker, Paige, 
Overland, Oldsmobile, Haynes, Hudson, Oak¬ 
land, Velie. 

3}£ x -, 3 S : Scripps-Booth, Chevrolet 490. 

3% x 14 : Ford, Metz, Winton, Jeffry. 

3% Xt 3 *: Maxwell 14-15-16-17 Model 25. 

3 74 xt%: Dodge (all), Metz. 

3% x t 3 * : Buick 14-15-16, Mercer, Hupmobile 16-17, 
Velie. 

4 x 14 : Maxwell Model 35, Mitchell, Packard, 
Pierce-Arrow. 

4 Ys x 14 : Abbott, Detroit, Allen, Chase, Crawford, 
Mitchell, Republic, Studebaker. 


CHART 274-A—Some of the Supplies for the Stock Room. The selection and quantity is governed 

by the demand. See also, pages 601, 608 and 609. 

See also, pages 717, 472, 614. 






























DYKE’S INSTRUCTION NUMBER FORTY-FIVE. 














^ ' r-. . > 

G2F COMPLETE (SECTION) 

No. I. 


No. 2. 


Oil Cans 


Radiator Hose. 

(3 and 4 ply steam hose.) 
ply hose 


Price 


% in. inside diam., per foot.$ .50 

1 in. inside diam., per foot.50 

1% in. inside diam., per foot.55 

lii in. inside diam., per foot.62 

1% in. inside diam., per foot.75 

1% in. inside diam., per foot.87 

2 in. inside diam., per foot. 1.00 

2% in. inside diam., per foot. 1-12 

2*4 in. inside diam., per foot. 1.25 

2% in. inside diam., per foot. 135 

8 in, inside diam., per foot. 1.50 

Rubber hose for radiator should be 
carried in all stock rooms. 


Fig. 8 Tire Holders 


CUP 


SHUT-OFF COCKS 


_ PRIMING 

PRIMING CUPS V ' TYPE 


ARMORED CABLE 


Pipe Specifications 


*IZt 

OUTSIDE 

DIAMETER 

INSIDE 

DIAMETER 

LENCTH 

Of THREAD 

1/8 

13/32 

9/32 

27/64 

1/4 

35/64 

3/8 

4/8 

3/8 

11/16 

1/2 

41/64 

3/4 

1 1/16 

53/64 

53/64 

1 1/4 

121/64 

1 3/64 

1 1/32 

1 1/2 

129/32 

1 5/8 

: s /6* 

2 

1 3/8 

2 5 64 

l 7/64 

21/2 

2 7/8 

215/32 

1 41/64 


DISTANCE PIPE 
SCREWS INTO 
riTTINtt 

13/64 

19/64 

5/1*1 

33/64 

9/16 

57/64 

61/64 


This is type of cable used in all high grao« 
wiring installations. Conductor is standard 
copper No. 16 gauge insulated with rubber and 
varnished fabric. Sherardized protecting cover 
on outside. Diameter, 3/16 in. 


4$L'?£35 






Dios for threading small pipe, *4, 

%, Vi, inch, outfit No. 0-260 made by 
Greenfield Tap & Die Corporation, Green¬ 
field, Mass. 


Pipe tap for threading pipe fit¬ 
tings etc., (see pages 704, 702). 


An assortment of cot¬ 
ter pins, %, 1, 1%, 1%. 
and 2 in. lengths. 


CHART NO. 247-B—Miscellaneous Fittings and Supplies for Garage and Shop. 


Valve adjusters for placing 
over the valve end of Ford 
engine valves to take up wear 
and lessen noise. 


Hose clamps 
are necessary. 
This type is the 
Sherman wrought 
brass clamp to fit 
radiator hose be¬ 
low. 


Spark and throttle ball-joints used for connect¬ 
ing magneto timer levers and carburetor throttle 
lever, with levers on steering wheel. They eliminate 
all lost motion and give more perfect control. Screw 
end fits the timer and carburetor lever, tapped hole 
fits connecting rod.—They come 25 in a box, as¬ 
sorted (Stevens & Co..) 

Grease and oil cups 
ought to be carried in 
stock room. 

Sizes of grease cups 
run as follows: 

000 —% in. pipe thread. 
00—%in. pipe thread. 
0—*4—or Y 4 . in. pipe 
thread. 

Diameter of 000 is % 
in., 0Q is 1 in., aud 0 is 
1% in. 

Oil cups run. as follows: 

No. 1—*4x32 thread, % in diameter. 

No. 2—%cx32 thread, %e in- diameter. 

No. 3—%x24 thread, *4 in. diameter. 

No. 4—%ex24 thread, %e in. diameter. 


Fig. 1—Solderless fittings for gasoline, gas line*, 
etc (1) Showing how ends are drawn together. 
(2) Check valve straight. (3) Tapered female 
% inch pipe one end. (4) Nipple union, male t® 
inch pipe one end. (6) Elbow male. (6) Elbow 
coupling. (7) Tee coupling on opposite ends, 14 
inch pipe thread (male) on other. (8) Tee angl* 
coupling, male thread one end. (9) Tee angle 
on three ends. (10) Elbow coupling on one end, 
female pipe thread on other. 


Exhaust 

“cut-outs” are 
frequently de¬ 
manded by au¬ 
to owners. 
Every stock 
room ought 
to have a few 
sizes in stock. 


Many oar* 
now days are 
equipped with 
tire carriers, 
Here is one 
easily applied 
and with lock, 
for the Ford. 


Exhaust 

cut-outs, 


No. 3. 


No. 6. 























































































OVERSIZE PISTONS, RINGS, VALVE STEMS, ETC. 


609 


Pistons; Standard and Oversize. 

Pistons can be purchased in “standard” 
and “oversize” diameters. A standard size 

piston is the original di¬ 
ameter of engine cylinder, 
less the standard clearance 
(page 651). 

The oversize piston is fitted 
to a cylinder when cylinder 
is enlarged, by re-boring, 
re-grinding or reaming, as 
explained on pages 654, 653. 

PUton When a cylinder is cut or 

scored, but not worn and is not out of round, 
then the score or cut can be * * filled, ’ ’ as per 
foot note, page 653. In this instance the 
original or standard size piston can be re¬ 
fitted, if of the correct clearance. 

If cylinder is worn out of round, and it is 
usually out of round when worn, then it will 
be necessary to enlarge the cylinder bore as 
per pages 654 and 651, and fit ‘ ‘ oversize pis¬ 
tons” and “oversize piston rings”. 

Usually, when a cylinder wears, it wears 
where the rings travel, which is the upper 
part of cylinder. Th^ lower part of cylinder 
may measure true, but when measuring the 
upper part, where the rings travel it will 
more than likely be out of true. By observ¬ 
ing the rings, if there is a black spot on the 
ring and it is not smooth, either the ring has 
lost its tension at this point or cylinder is out 
of round. Result is, the cylinder leaks com¬ 
pression, pumps oil, fouls the spark plugs 
with oil and consumes oil and gasoline all 
out of proportion with the power delivered. 

When a piston is too loose or cylinder is 
worn, then a “piston slap” develops, which 
not only causes a knock, as explained on page 
637, but in all probabilities the cylinder will 
be worn at the upper point, on one side, due 
to the explosion pressure forcing the piston 
at an angle, constantly against wall of cyl¬ 
inder, thus permitting gasoline to pass into 
crank case and thin the oil and also permits 
oil to pass into combustion chamber. A bent 
connecting rod will also cause a piston slap, 
see also, page 659. 

To test a cylinder to see if it is out of 
round, an inside "micrometer (page 649) is 
necessary. The cylinder should be tested from 
top to bottom carefully and thoroughly. If 
out of round .003" or more at any one point, 
then the only safe remedy is to have it re¬ 
ground and new pistons ground to fit. After 
an engine is run 20,000 to 30,000 miles it 
most likely needs regrinding. 

To test a piston, an outside micrometer is 
used. The piston of course, will measure less 
at the top than the skirt, (page 651), but it 
should be true and if not true, or if clearance 
between piston and cylinder wall is greater 
than normal, then a new piston should be 
ground to fit cylinder. Pistons out of round 
cause oil pockets which causes an excess of 
oil to enter combustion chamber. 

Oversize pistons can be secured in sizes 
from .005", .010", .015", .020", .031", .046", 
.062", larger than the original or standard size 
of piston. Cylinders are seldom ground less 
than .010" oversize. One concern who make 
a specialty of oversize pistons, rings wrist- 
pins and grinds cylinders is the H. & H. Ma¬ 
chine Co., St. Louis, Mo. 



Therefore, the following will determine 
the necessity of enlarging a cylinder: (1) Cyl¬ 
inder condition; ( 2 ) Piston condition. 

To determine how much to enlarge a cyl¬ 
inder, depends upon how much out of round, 
how badly worn, or how deep the cut is. 

Usually, one of the dimensions above, or 
the S. A. E. standard oversize for pistons, 
per pages 653, 654 will meet all conditions. 
One must be careful in enlarging a cylinder, 
that the wall of cylinder is thick enough to 
stand the enlargement. 

Ford pistons, for instance, the standard size it 
3%" di. and fits cylinder with a clearance of .003" 
and is . 010 " smaller at the top than at the skirt, 
to allow for heat expansion—see also, pages 791, 
792, 655. 

Ford oversize pistons can be secured of any 
Ford branch in oversizes as follows: 3%" + .0025"; 

By referring to page 541, note 
.03125 is equal to 3 * 3 ", and this is about as large 
as is safe to enlarge. The .033" size piston is 
supplied to be lapped in cylinder, when cylinder is 
enlarged to .03125" and after it is worn. 

When sending a cylinder away to he re-ground, 
send the pistons also, but remove the valves and 
all parts. When ordering pistons and you do not 
possess a micrometer, cut a ft" bar of steel, filing 
both ends smooth to fit cylinder, at smallest point 
and number each bar for each cylinder. 

The best plan is to have cylinders reground and 
have new pistons ground to fit each individual cyl¬ 
inder, with new rings, and in this way you will ob- 
tain a job that will give full power to engine. 

After having cylinders reground and pistons and 
rings fitted, it is necessary to run engine the first 
500 miles, not over 15 m. p. h. and use a lot of oil. 


Piston Rings: Oversize. 

Oversize piston rings must be fitted to 
pistons when oversize pistons are fitted to 

cylinder. The over¬ 
sizes of piston rings 
are: .005", .010", .015", 
.020", .031", .046", 

.062", the same as the 
pistons. There are a 
great number of dif¬ 
ferent types of rings. 
Three kinds of ring 
gaps are shown in 
illustration. 

Illustrating three different 

kinds of ring gaps. Should ring grooves 

be worn more than .005" clearance as per pages 
649, 655, then groove should be re-grooved on 
the lathe to take a 3 * 3 " oversize width ring, 
that is, if it is worn so much that it leaks. 

The ring gap clearance is given on page 649. 
Often times, however, the repairman will test ring 
at bottom of cylinder for gap clearance, but when 
ring is pushed up into cylinder where the rings 
travel, if cylinder is worn at this point, the ring will 
have too great a clearance or gap, therefore it is 
important to measure cylinder to determine. If worn 
slightly, then gap should be given less clearance at 
bottom of cylinder' so it will have proper clearance 
where it travels—however, this is only a make shift 
arrangement—if cylinders are worn they need re- 
grinding and will leak in spite of all you can do. 



Miscellaneous Oversize Material. 

Piston pins, oversize, are cheaper to use than re¬ 
bushing a piston. Simply ream bushing, when a 
piston pin is loose and fit an oversize pin. (Can be 
secured of H. & H. Machine Co., St. Louis, Mo.) 


Oversize valve stems, as on the Ford, where 
there is no provision made to put in cast iron bush- 


FlG 21 


■/W OVERSIZE STEM 


ings, is necessary when 
valves become noisy and 
) air leaks into cylinder 
through inlet valve, cau»- 
ing missing at low speeds. 
The guide is reamed 3 V" oversize and a ft" over¬ 
size valve stem fitted with .002 or .003" clearance. 



Oversize valve tappets and also oversize cylinder 
head bolts can be secured of Stevens Co., 375 
Broadway, N. Y. 


CHART NO. 247-BB.—Pistons, Rings and Valve Stems; Standard and Oversize. 

For aluminum pistons, see pages 645, 651, 792. *See page 698, how to read a micrometer. 















610 


DYKE’S INSTRUCTION NUMBER FORTY-FIVE 


Money Making Additions To a Garage. 


Rectifiers for charging storage batteries, see 
pages 465, 463 and 864-K. 

Motor-generator sets for charging storage bat¬ 
teries, see pages 462 and 864-L. 

Decarbonizing outfit; see pages 624, 726, 727. 
Oxy-Acetylene outfit; see pages 727, 726, 720. 


Air compressor outfit per page 564. 

Cylinder reboring machine, a profitable invest¬ 
ment, see pages 653, 654, 616. See also Top Re¬ 
pairing, page 847. 

Tire repairing is one of the best investments, see 
page 574 and below. 


Vulcanizers, Tools and Tire Repair Material. 


-a 


FID 7 air bag 


FIO 8 


There are two methods of preparing a tire to vul¬ 
canize; the “sectional” method as explained on 

page 573 and the “wrapped tread” method as 
per page 575. 

When the sectional 
method is used there 
are two methods of 

holding tire in the 
mold ; by a ' ‘clamp” 
as per fig. 8 and by 
an “air bag” as 

per fig. 7, and fig. 
29, page 574, which 
expands the tire. 
There are also two 
methods of repairing 
side-wall and bead 
repair; by use of 
‘air-bag” and a “bead mold” per fig. 29, page 
474, and by use of a “clamp” and “bead mold,” 
per fig. 8A. 

The electric vulcanizer, fig. 11, and the Shaler 
steam vulcanizer; fig. 2, page 574, vulcanizes a tire 
repair by the “wrapped tread” method as per 
page 575. Air bags are not used, but inside molds 
are inserted for inside repairs and outside molds, 
or hot plates, for outside repairs. 

A Sectional Steam Vulcanizer. 

The model 6 ^F (A. K.) vulcanizer, fig. 30, suit¬ 
able for small repair shops in towns where there 
are a fairly good number of 4^" and 5" tires, vul¬ 
canizes by the “sectional” method with which air 
bags are used. Steam is generated in boiler B, by 
gas or gasoline fuel connected at (G). 



Fig. 30. Similar 
to principle (3) 
and (2) fig. 6, 
page 574. 



5, lbs. inner tube *repair stock (red) . . . 

2, lbs. inner tube *repair stock (gray).. 

2, lbs. inner tube *repair stock, cured, on 

one side only, for inside reinforcement. 

5, lbs. cushion stock . 

5, lbs. breaker-strip fabric . 

5, lbs. bead cover fabric . 

10, lbs. carcass fabric .... . 

5, lbs. carcass fabric frictioned one side 
only, for last ply next to tube and re¬ 
inforcements . 

1, lot asst’d sizes Schrader valves, inner 

valves, valve caps, soapstone, waxed 

paper .: . .. 

1, lot tire tools per illustration**. 


7.60 

3.00 

8.00 

6.26 

6.25 

10.00 

16.00 


11.28 


7.50 

7.60 


CF.MF.NT RRt SH- 



J 'J .5 


-C *- 
W * 

1 Z c 


r>i 


\ * 

/ 8 
i 

i 


rl 

X N 
a O 

8 i 


3 


H 

r— 


jo 



J 

r* 

c/> 

O 

1 1 

1=. 



ROLLER For 

working canva, 
inside casing. 


RUBBER a no 
FABRIC KNIFE I 

PROBE 




A form for holding tire* 
while preparing 


BRUSH 


For placmg^^ 5 ?°'r "opening air bubbles fr 

inside of rube ,n CASING SCRAPER For cleaning roaloa of 




casing* 


SHEAR SNIPS . 
for cutting fabric snd rubber 


RUBBER ROUCHENER tor roughening up 
and cleaning tubirand casing before cementing 


There are two cavity 
molds, CB for 4 
5" tires and CD for 
4", 3 tires. Tires 
3" size can be vul¬ 
canized by placing 
the 3" mold BM in 
the mold CD. These 
molds will vulcanize 
“inside” and “out¬ 
side” of tire also 
‘‘side wall” and 
‘‘bead” repairs. See 
fig. 29, page 574, and 
note the bead mold, 
also M, fig. 30. 

After tire is pre¬ 
pared to be vulcan¬ 
ized (see page 573) 
an air bag is in¬ 
serted, then placed 
in mold CB. Air bag 
is then inflated to 
50 lbs. pressure, clamp C applied and steam turned 
into mold at S. 

Where there is considerable repairing the inside 
repair mold or patch (4) fig. 6, page 574 is used. 
This is also handy for thoroughly drying out tires 
before vulcanizing. 

Inner tubes are vulcanized by placing over rack 
(1 R) and part to be vulcanized is placed on plate 
(1 T) through which steam passes. 

Cost of Tire Repair Outfit. 

1, model 6F vulcanizer (fig. 30).$245.00 

5, airbags, 3" to 5" x 16" long. 22.70 

1, gal. No. 1086 vul. cement. 2.40 

1, qt. No. 1043 cold patching cement.... .67 

1, lot inner tube valve patches. 1.50 

5, lbs. *tread stock (cures gray). 5.00 

10, lbs. *tread stock (cures black). 10.00 


**Tire repair tools for a small shop. One can 
practice on old tires to acquire experience. Learn 
the construtcion of tires, as explained on pages 
565, 564, 573, 574. 559. 


COMBINATION OUTSIDE 
heater and 
TU8E VULCANI2EP 


attachment 

TO ELECTRIC 
LIGHTING SOCKET 



Fig. 11. Shaler electric vulcanizer. See 
page 574 for Shaler steam vulcanizer. 


Total . $364.52 | 


CHART NO. 247-C—Money Making Additions For The Garage. 

♦Means vulcanizing rubber. **Other necessary tools are: heavy hammer and tire irons for removing tires, 
‘‘4 in 1” valve tool per fig. 5, page 568. Air pump, also a buffer for cleaning carcass of tire after old rubber 
has been cut away. See also fig. 20, page 735. See also page 611. 









































































































BUILDING AND EQUIPMENT OF GARAGE AND SHOP 


611 



Fig. 1—The popular Fig. 2 — Engineers’ 

S-wrench. single head wrench. 


TABLE NO. 96. 



Fig. 3—jDouble 
head engineers’ 


wrench, 
type. 


machinists 



Socket type wrench 
with bent handle. 


First and fourth columns give the trade number of Wil¬ 
liam’s wrenches and those sizes marked are ones most used 
for auto work.* 

Second and fifth columns give the actual diameters of the 
body of the bolts and cap screws. 

Third and sixth columns give the milled (or actual) open¬ 
ing size of wrench at each end and are the sizes suitable for 
the heads and nuts with allowance for an easy fit. 


Num¬ 

ber 

For U. S. 
Standard Nuts 
Size Bolts 

Openings 

Milled 

21 

I/8&3/I6 

5/16 & 13/32 

22 

1/8 

& 

1/4 

5/16 & 1/2 

• 23 

3/16 

& 

1/4 

13/32 & 1/2 

24 

3/16 

& 

5/16 

13/32 & 19/32 

25 

1/4 

& 

5/16 

1/2 & 19/32 

26 

1/4 

& 

3/8 

1/2 & 11/16 

• 27 

5/16 

& 

3/8 

19/32 & 11/16 

28 

5/16 

& 

7/16 

19/32 & 25/32 

• 29 

3/8 

& 

7/16 

11/16& 25/32 

30 

3/8 

& 

1/2 

U/16&7/8 

31 

7/16 

& 

1/2 

25/32 & 7/8 

• 32 

7/16 

& 

9/16 

25/32 & 31/32 

# 33 

1/2 

& 

9/16 

7/8 &31/32 

34 

1/2 

& 

5/8 

7/8 & 1 1/16 

35 

9/16 

& 

5/8 

31/32 & 1 1/16 

36 

9/16 

& 

3/4 

31/32& 1 1/4 

37 

5/8 

& 

3/4 

1 1/16&1 1/4 

•38 

5/8 

& 

7/8 

1 1/16&1 7/16 

39 

3/4 

& 

7/8 

1 1/4 & 1 7/16 

40 

3/4 

& 

1 

1 l/4 & 1 5/8 

41 

7/8 

& 


1 7/16 & 1 5/8 

42 

7/8 

& 

1 1/8 

1 7/16&1 13/16 

43 

1 

& 

1 1/8 

1 5/8 & 1 13/16 

44 

1 

& 

1 1/4 

1 5/8 & 2 

45 

1 1/8 

& 

1 1/4 

1 13/16&2 


Num¬ 

ber 

For Hexagon 
Head 

Cap Screws; 
Diameter 
Screws 

Openings, 

Milled 

• 721 

722 

723 
723A 

1/8 & 3/16 
1/8 & 1/4 
3/16 & 1/4 
3/16 & 5/16 

5/16 8 c 3/8 
5/16 & 7/16 
3/8 & 7/16 
3/8 & 1/2 

725 
*725A 
• 725B 

726 

1/4 & 5/16 
1/4 & 3/8 
5/16 & 3/8 
5/16 & 7/16 

7/16 & 1/2 
7/16 & 9/16 
1/2 & 9/16 
1/2 & 5/8 

727 

728 
*729 

730 

3/8 & 7/16 
3/8 & 1/2 
7/16 & 1/2 
7/16 & 9/16 

9/16 & 5/8 
9/16 & 3/4 
5/8 & 3/4 
5/8 & 13/16 

731 
731A 

•73 IB 

732 

1/2 & 9/16 
1/2 & 5/8 
9/16 & 5/8 
9/16 & 3/4 

3/4 &' 13/16 
3/4 & 7/8 
13/16 & 7/8 
13/16 & 1 

733 

734 

735 

736 

5/8 & 3/4 
5/8 & 7/8 
3/4 & 7/8 
3/4 & 1 

7/8 & 1 

7/8 & 1 1/8 

1 & 1 1/8 
1 & 1 1/4 

• 737 

738 

739 
739A 
739B 

7/8 & 1 

7/8 & 1 1/8 

1 & 1 1/8 
1 & 1 1/4 

1 1/8 & I 1/4 

1 1/8 & 1 1/4 

1 1/8 & 1 3/8 

1 1/4 & 1 3/8 

1 1/4 & 1 1/2 

1 3/8 & 1 1/2 


*The above list is the Williams double head open end 
wrench per fig. 8 above. *Numbers 21 to 45 will fit U. S. 
standard nuts and bolt head. 

♦Numbers 721 to 739B will fit cap screw heads; U. S. or 

S. A. E. 


Open End Wrenches. 

Probably the most abused, least con¬ 
sidered and yet the most indispensable 
tool in the kit of the mechanic is the 
wrench, the solid open-ended wrench, 
known to the British mechanician as the 
fixed spanner and known in the United 
States as the machinists’ wrench. 

Of the many kinds of wrenches, the 
cheapest, strongest, most efficient and 
most durable is the open end wrench. 
This style of wrench varies in quality 
and price in the following order; gray 
iron castings, malleable iron castings, 
sheet steel stamped and steel drop forg¬ 
ings. The drop forged wrench is su¬ 
perior. See illustrations > for proper 
name of the popular type of open-end 
wrenches. 

Open end wrenches are used on cap 
screws, bolt heads and nuts. 

They may be divided into two general 
classes, the U. S. S. and S. A. E. The 
only difference between them is the width 
of opening between the jaws. 

A standard wrench for a Vt" U. S. 8. 
bolt will not fit a S. A. E. cap screw 
and vice versa. 

The S. A. E. wrenches are usually of 
the “cap screw sire’’ and the U. S. S. 
wrenches are of the “U. S. S. bolt and 
nut size.’’ Table 96 explains and also 
gives the various sizes for automobile 
work. The head is always larger on a 
U. S. S. bolt than on a cap screw. 

Markings — Wrenches are usually 
marked with the size on each end. They 
are also marked with the manufacturer! 
number, this number is an indication to 
its size, see table 96. 

Probably the most universally used 
wrench is the Williams wrench, as per 
table 96. 

How to find the size wrench to fit an 
S. A. E. cap screw head. See table 97, 
chart 247-DD. 

How to find the size wrench to fit a 
standard bolt and nut—see table 98, 
chart 247-DD, or refer to table 96 on thig 
page for additional information. 



Garage Wrencli Set. 

Williams “Big 10’’ wrench 
assortment for general auto¬ 
mobile work—illustrated to 
the left and tabulated as to 
sizes below. Note it is 
a recommended assortment 
taken from the above list 
(table 96). The St. Louis 
Machinist Supply Co., St. 
Louis, carry full line of 
these wrenches—also other 
Supply Houses. 


•EX 


No. 

72 T~ 
23 

72SA 
27 
729 
731B 
32 
33C 
737 
38 

Go: 10 


U.S. 

Nuts 

U.S. CapSc3 

Dia. 

Bolts 

Di®. Screws 

Small 

Large 

Small 

Large 

Head 

Head 

Head 

Head 

l/H 


1/8 

3/16 

3/16 

1/4- 


5/16 



1/4 

3/8 

5/16 

3/8 





7/16 

1/2 


1/2 

9/16 

5/8 

7/16 

9/16 






3/4 


3/4 

7/8 

1 

5/8 

7/8 




Set 


S. A. E. 
Standard 
Nuts and 
Cap Screws 

A. L. A. M. 
Standard 
Nuts and 
Cap Screws 

5/16 

1/4&3/8 

7/16&1/2 

9/16 

5/8&U/16 

7/8 

3/4&1 

1/4 

S/16 

3/8 

7/16 

1/2 

9/16 

5/8&11/16 

3/4&7/8 


. (See Table) SETj^IQTEN^No^l® 

->]RlC£ 


Openings 
M illed 


5/16&3/8 
13/32&I/2 
7/16&9/16 
19/32&I1/16 
S/8&3/4 
13/16&7/8 
25/32&31/32 
15/16&1 
1 1/8&1 1/4 
I 1/16&1 7/16 1.00 
359 


Un- 

fin¬ 

ished 

$.12 

.14 

.17 

21 

.25 

.30 

.37 

.37 

66 


Semi- 

fin* 

Ished 


$ 17 
21 

.25 
.31 
.37 
.45 
,5S 
55 
96 
1 40 


5 22 


Fin- 

ished 

$~26 
.32 
.38 
.46 
.56 
.68 
.85 
85 
1 40 
I 90 
66 



places, 

%e; % 


check 

%e; 


nuts, etc. Sizes are: 
%; %6; and % inch 


opening—Walden Co., Worcester, 


Fig. 13 — 
Waldens No. 
100 thin 
wrench set 
for close 
i; %; %; %; 
(actual width of 
Mass.) 


Fig. 55—Williams spark plug wrench; No. 993, 
socket end fits % and Vt inch spark plug with 
% in. hex. and % in. U. S. standard nut. Open 
end fits % in. S. A. E. nut or screw and % in. 
U. S. S. cap screw (946 actual opening). No. 994 
size, socket end fits spark plugs with lin. hex. 
Open end is % in. actual opening. 

Fig. 56 — 
Williams de¬ 
mountable tire 
tool; socket 
wrench to fit 
rim bolt nuts 
and hammer 
combined. 
Very service¬ 
able. (J. H. Williams Co., Brooklyn N. Y.) 



OH ART NO. 247-D—Flat Wrenches for U. S. S. Bolts and Nuts and S. A. E. Bolts and Cap 
Screws—see also page 238 and chart 286. 
































































































































































612 


DYKE’S INSTRUCTION NUMBER FORTY-FIVE. 


TABLE 97. 

*S. A. £. Cap Screw and Bolt Sizes. 

This table gives the diameter of cap screw (D) ; 
threads per inch (P) (also see chart 285) ; 
thickness of head (A-l) ; di. across flats of nut or 
head—where wrench fits (B); size of drilled hole 
for cotter pin for castellated nut (E) — (see chart 
285 for castellated nut); depth of slot in head (I); 
width of slot (K); di. of cotter pin (d). 

To find the size tap and drill to use for S. A. E. 
cap screws and bolts, see chart 285-B—table 102. 



ezRCFERS TO ALL NUTS AND 
•CREW HEADS 
D»DIAMETER Of SCREW 
d*DIAK ETCR OF COTTFR PIN 


PITCH Of THREAD 
FLAT TOP 


D 

1^ 

4 

5_ 

16 

3 

6 

_7. 

16 

_1_ 

£ 

9_ 

10 

£ 

8 

n 

IG 

£ 

4 

7 

8 

1 

1 i 

. 

Cilee 

r—4 

1 

1? 

P 

*28 

24 

24 

20 

20 

18 

18 

10 

16 

14 

14 

12 

12 

12 

12 

A 

£ 

32 

£1 

64 

13 

32 

29 

64 

£ 

16 

39 

64' 

23 

32 

49 

64 

13 

10 

29 

32 

1 

1* 

1 r 

ill 

132 

It 

Aj 

7 

3* 

<7 . 

64 

£1 

61 

s 

8 

7 

10 

31 

04 

35 

64 

19 

32 

21 

32 

49 

64 

7 

8 

63 

64 

Iff 

ii* 

a 64 

iff 

B 

2_ 

!G 

I 

£ 

£ 

10 

5 

8 

3_ 

4 

7 

8 

15 

16 

l 

Iff 

H 

Iff 

l- 

Iff 

2 

oi 

0 

3 

3 

1 

1 

s 

3 

1 

1 

1 

l 

1 

6 

5 

3 

3 

ff 

S2 

6 

8 

10 

10 

4 

4 

4 

4 

4 

16 

10 

3 

8 

E 

b 

5 

1 

1 

1 

6 

3 

b 

6 

5 

5 

7 

7 

1 

1 

61 

64 

8 

8 

8 

32 

32 

32 

32 

32 

32 

32 

32 

4 

4 

H 

3 

IS 

» 

21 

3 

27 

15 

33 

9 

21 

3 

27 

IS 

Iff 

li 

16 

64 

32 

64 

8 

04 

32 

64 

10 

32 

4 

32 

16 

I 

3 

7 

1 

1 

1 

1 

1 

l 

1 

1 

1 

7 

7 

l 

I 

33 

64 

8 

8 

8 

8 

8 

8 

8 

8 

4 

32 

32 

4 

K 

1 

1 

0 

3 

3 

3 

3 

3 

3 

3 

3 

5 

5 

3 

3 

16 

16 

32 

32 

32 

32 

32 

32 

32 

32 

32 

32 

32 

16 i 

16 

A 

1 

1 

s 

3 

3 

I 

1 

I 

1 

1 

1 

11 

11 

13 

13 


10 

18 

32 

32 

32 

8 

8 

8 

8 

8 

8 

64 

64 

64 

Cl 


All dimensions in inches. 


**Spaxk Plug Wrench. 

No. 1. The % inch 
end of this wrench fits 
all standard spark plugs, 
such as the Spitfire, Re¬ 
liance, Rajah, Red Head 
and many others, while 
the 1 inch end fits the 
Sootless, Reliance, % in. 
Herz, Bosch and others. 

No. 2. The 1 Vs inch 
end fits all standard 
Nft2- spark plugs of the large 

_ hex type such as the 

Champion, De Luxe, and others. (Stevens Oo, N. Y.) 

S. A. E. Spark Plug Shell Sizes. 

The illustrations to the right, show the two 
S. A. E. spark plug shells. It will be noticed that 
the diameter of the hexagon part 
ef shells differ. The “small hex.” 
measures % inch across the flat 
and the “large hex.” measures 
inch. Reference to table 96, 
chart 247D, will show that the 
No. 734 wrench will fit both sizes. 



TABLE 98. 

U. S. Standard Bolt Size; Head and Nut. 

This table gives—(first column), di. of bolt or 
screw; (second column), threads per inch; (third 
column), di. across head; (fourth column) eiie 
of hole in thousandth of an inch; (fifth column), 
size drill to use for tapping hole (see also chart 
285-B). 

Mill means the “milled size” of head of ecrew 
or bolt or the opening in an open end wrench. 



Diameter" 
of Tup. 


. A 


34 


IX 

l 

l’A 


X 

s 

34 

'A 

7 A 

~1'A 

! m 

V. 


2X 
2'A , 
234 


Threads 
per Inch. 


20 

18 

16 

14 

13 

12 

11 

10 

9 

8 

7 

r» 

4 

H 

6 

5 

4'A 
4'A 
4 
4 

2'A 



Mill 


l A 

I 9 

32 ,« 

2* l ? 
32 } 

7 a 

31 

32 . 

1 t* 

IX 

1 /, 


i h 

U3 

2 

9 3 

2h 

234 

3/g 

2'A 

3/8 

4X 

4h 




1 


Exact Size 
of Hole. 


.1910 
.2403 
0938 
.,34 4 7 
.4001 
.454? 
.5069 
.6201 
.7307 
8376 
9394 
1 0644 
1.1586 
1 2835 
1 4902 
1 7113 
1.9613 
2.1752 
2.4252 
2.6288 


Tan prill 
Used*. 


% 

** 

*« 

*« 

1A 

Hi 

1H 

1» 

1H 

1H 

2* 
2H- • 


S. A. E. STANDARD SPARK PLUG SHELL 

iExgACROSS FLATS 



$-lQ PI 

b5S FORM OF THREAD 
-PITCH DIAM.- 
.£39 MAX. 

.636 MIN. 
-OUTSIDE DIAM r—I 
£75 MAX. 

£72 MIN. 

5MALL HEX. 


g — tat 
U65F0RKCF THREAD 
-PITCH DlAM.—I 
.639 MAX. 

.636 MIN. 
1-OUTSIDE DtAM-i 
£75 MAX. 

.672 MIN. 

LARGE HEX. 


ALL DIMENSIONS BELOW SHOULDER ARE 
IDENTICAL FOR BOTH SPARH PLUG SMELLS 


S. A. E. spark plugs —are all 
% —18, meaning that the outside 
diameter is % inch and there are 
18 threads to the inch. See page 
238 for difference in spark plug 
threads and explanation of spark 
plug sixes. Gaskets must be used 
with the S. A. E. spark plugs. 
See pages 239 and 607 for size 
gaskets to use. 

Note table 102, page 703—a 
% 8. A. E. plug requires a special 
tap cutting 18 threads—whereas 
the standard S. A. E. % thread is 
14 threads to the inch. 


B UTT ER FI ELD 8cCO. 
f COMBINED .AUTO SCREW PLATE 

v '4 Vie. 3 /8. Vie: ‘A. Vs. V4. : s', a:e 

V w s/e. y 8 V\ 6 Vz 5 /s 3/4. u.s.s 

WITH TAP WRENCH NO.IO. 




fButterfield screw plate set No. 10, consisting of parts 
shown in illustration. Dies and taps to cut 8. A. E. and 
U. S. S. threads as enumerated in the lid of box. (Butterfield 
Co., Derby Line, Vt.) 


CHART NO. 247-DD—S. A. E. and U. S. Standards of Screw and Bolt Sizes. S. A. E. Spark Plug 
Sizes. Spark Plug Wrenches— see pages 701 to 707, for threads, taps, dies, drills, etc. 

•The diameter of bolts and cap screws is one-one thousandth of an inch less than nominal diameter. 

•♦See also page 611. tSee also page 795 for a Ford screw plate set. See also page 704. 705, 703. 
































































































































































































BUILDING AND EQUIPMENT OF GARAGE AND SHOP. 


613 





I® 

Mk 


fy.vf 

y.vj 




3 4 5 

Shapes of files 


7 8 9 10 

general use. 


DOUBLE SINGLE OPENCUT RASP 
CUT CUT ‘FLOAT’ CUT 

Fig. 2. The top row illustrates the different 
cutting grades files can be obtained; closer the 
teeth are together, finer the cut. 

Lower row illustrates different methods of cut¬ 
ting teeth on files. 


Kinds: There are many different kinds of files, 
but we will deal principally with those used for 
metal work and suitable for automobile repair 
shops. 

Shapes of the files in general use are shown in 
fig. 1. 

Cutting surfaces are shown in upper row, fig. 2. 
The coarsest metal cutting file is the ’’bastard- 
cut,” the next is the ‘‘second-cut,” next “smooth- 
cut,” then “dead-smooth.” Note that the finer 
the cut, closer the teeth are together. Coarse 
cutting files are used for soft metal or for re¬ 
moving quite a bit of metal and finer cut files 
are used for finishing or for harder metals. 

Method of cutting teeth on a file: The teeth can 
be “double-cut” or “single-cut,” but this does 
not interest the purchaser, as the manufacturer 
makes some of the files “single” and some “dou¬ 
ble” cut, but whether made either, the point 
that determines the cutting surface of a file is 
as per the paragraph above. 

The flat file (1): Tapers, but not to a fine 
point. Used for filing flat surfaces. A very 
popular file. Can be had in any of the grades 
of cutting surfaces as shown in upper row, fig. 2. 
Teeth are usually a “double-cut.” Comes in 
lengths from 3" to 18". 

The hand file (2) : Is also a flat file. Used very 
much for the same purposes as the “flat” file (1). 
Does not taper towards its end but does taper in 


Files. 


length. It tapers sharply to a point towards its 
end. Used for work where space is limited. Can 
be had in different grades of cut. Teeth are us¬ 
ually “double-cut.” Lengths, 3" to 10". 

Half-round file (5) : Tapers. Can be had in 
different grades of cutting surfaces. Teeth us¬ 
ually “double-cut” on one side and “single-cut” 
on the convex or round side. Used for work 
curved in shape and flat side used for flat work. 
Lengths, 3" to 18". 


for enlarging 
* ‘bastard-cut.” 


no .« PLA,N 



thickness. This file can 
also be had in different 
grades of cutting sur¬ 
faces. Teeth are usual¬ 
ly “double-cut.” There 
is one point however, 
where it differs. It has 
one or both edges plain 
(not cut at all), called 
“safe-edge.” It would 
be suitable for beveling 
piston ring grooves per 
fig. 8. Lengths 3" to 
16". 


Mill file (3) : Is also a flat file. Used very much 
for the same purposes as the “flat” .and “hand” 
file, but is of a cheaper make. Teeth are usually 
a “single-cut.” Can be had in the different 
grades of cutting surfaces, but one point to re¬ 
member about a “mill” file is that it is one grade 
finer cut than a “flat” or “hand” file, that is, 
if you call for a “mill” file with a “bastard- 
put,” it will be equal to a “hand,” or “flat” file 
of a “second-cut.” Lengths, 3" to 18". 

Warding file (4) : Is a flat file, but very thin, 
about half the thickness of other flat files of same 


Round file (6) : Tapers. Used 
round holes, etc. Is usually a 
A small round file is known as a “rat tail” file. 
Lengths, 4" to 18". 

Square file (7): Tapers. Usually a “bastard- 
cut.” Teeth “double-cut.” Used principally 
for enlarging apertures square in shape or rec¬ 
tangular. Lengths, 3" to 18". 

Square “blunt” file is a square file which does 
not taper, but preserves its sectional Bhape from 
point to tang. It is used for finishing and en¬ 
larging mortises, key-ways, or splines. Usually 
“batard-cut.” “Double-cut.” Lengths, 10" to 
20 ". 

Triangular files (8) : Comes in many different 
names as “three-square,” “handsaw taper sin¬ 
gle cut,” handsaw taper double cut,” “slim 
taper” and “extra slim taper.” 

The three-square file tapers and teeth are usually 
“double-cut” with cutting surfaces mostly “bas¬ 
tard.” Used for filing out square corners, filing 
taps, cutters, cutting steel tubing, notching round 
bars, etc. Lengths, 3" to 18". 

The handsaw taper single cut file, tapers to a 
small point. Teeth “single-cut.” Usually a 
“second-cut.” Used for sharpening handsaws. 
The three-square file is not suitable for sharpen¬ 
ing hand saws. Lengths, 3" to 10". 

The handsaw taper double cut file is another tri¬ 
angular file with teeth “double-cut” and “sec¬ 
ond-cut” surface. Used for filing fine toothed 
hand and metal workers’ hack saws, which are 
harder than wood saws. Lengths, 3" to 6". 

The slim taper. Teeth are “single-cut” with 
“second-cut” surface. It tapers and is triangu¬ 
lar in shape but very light, in other respects like 
the “handsaw file.” It has superseded the regu¬ 
lar handsaw file as it has a greater sweep or 
stroke. Lengths, 3" to 10". 

Extra slim taper. Lighter stock than the slim 
taper. Teeth usually “single-cut” with “second- 
cut” surface. Generally tapers but occasionally 
blunt. Lengths, 4" to 8". 

—continued on page 614. 


WSli&Mm 

BASTARD SECOND SMOOTH DEAD 
CUT CUT CUT SMOOTH 


CHART NO. 247-E.. .Files. See also pages 614 and 708. 

Note: See page 615 for Socket Wrenches, which were formerly on this page. See page 612 for Tap & Die*. 











































614 


DYKE’S INSTRUCTION NUMBER FORTY-FIVE. 


—Piles—continued from page 613. 

Other triangular files are the “bandsaw file" for 
filing the teeth of a bandsaw. The “cantsaw 
file” for filing cross-cut saw teeth and the “gin- 
saw file” which is a 4", three square, single-cut. 

Wood rasp file (9) : Is a very coarse cut file. 
Note the “rasp-cut” in fig. 2. Rasp files can 
be had with teeth shaped as shown, but in the 
different grades of fiuess of cuts as “coarse,” 
“bastard,” “second-cut” and “smooth.” Can 
also be had in flat and half-round shapes. They 
are used for various purposes as for wood cabinet 
work, wheelwright, carriage and to some extent 
by plumbers and inrbleworkers. 

Coil file (10): A very fine, flat file made espe¬ 
cially for dressing down vibrator and screw 
points on ignition coils and platinum interrupter 
points on magnetos and timers. 

Files To Use For Different Work. 

Larger the work, larger the file. For flat sur¬ 
faces, use the “hand,” “flat” or “mill” file. 


If work is in a thin narrow space, use the ward¬ 
ing file. If interior work curved or square, use 
the round, half-round and square file. 

For cast iron, use “bastard-cut” to begin the 
work and finish with a “second-cut.” Oast iron 
is softer than steel. 

For soft steel, use a “second-cut” to begin the 
work and finish with a “smooth-cut.” If a 
“mill” file is used, see seventh paragraph, page 
613. 


For hard steel, use a 
‘ ‘dead-smooth.’ ’ 


‘smooth-cut,” finish with a 




HAND DRILL 


BREAST DRILL BENCH DRILL 


Wrenches 

18 In. pipe wrench_._____ 

12 In. pipe wrench........ 

8 In. pipe wrench.___ 

18 In. monkej wrench.. 


12 in. monkey wrench..:.... 

8 in. Donkey wrench.._ 

Set doable end S-wrenchee.. 

6et 16 deg. doable end..... 

Spark plug socket....... 

Ratchet handle socket set.. 

Adjustable C in. end wrench... 

Adjustable 8 In. end wrench.. 

Harrow-Jaw monkey wrench... 

Set 6peed wrenches.... 


Brass or bronze, use a “bastard-cut” and finish 
with a “second” or “smooth-cut.” 

Babbitt, aluminum, lead and soft metals, use a 
“bastard-cut.” A popular file used for soft 
metals is a “float” or “open-cut” file, which has 
wide, deep open cut teeth which does not fill up 
as readily as a finer cut. 

1— Screw driver. 

2— Soldering iron. 

3— Hack saw. 

4— Chisels. 

5— Center punch. 

6— Straight shank 
drill (for hand 
and breast drill). 

7— 'Taper shank 
drill (for drill 
press). 

8— Reamer. 

9— Gas pliers. 

10— Cutting pliers. 

11— Tinners shears. 

Hammers: A—machinists 
ball pein; B—riveting; C— 
tinners riveting; D—raw- 
hide mallet; E—engineers 
hand hammer; F — black¬ 
smiths hand hammer; G— 
blacksmiths sledge. 

Fig. 27. Stillson pipe 

wrench. 

Monkey wrench. 
Adjustable flat 




Files 

12 In. bastard cut, flat ... 

12 In. bastard cot, halt round _ 

10 In. bastard cut, round ___ 

d0 In. bastard cat, square .t_ 

10 In. bastard cat, three cornered 

8 la. second cut, flat __ 

8 In. second cut, half round __ 

8 In. finishing cut, flat _ 

8 in. finishing cut, bull round_... 

8 In finishing cut, three cornered 

6 In. finishing cut, rat tall- 

0 in. finishing, flat _ 

File for contact points_ 

File brush and bandies -- 


Measuring Tools 

84 in. carpenters’ sqoare..... 

6 in. machinists’ square __ 

Carpenters’ 2 ft. role_ 

Machinists’ 12 In. scale___ 

Machinists’ 6 in. scale___.... 

Machinists’ 2 In. scale...... 

Combination protractor and square. 18 ia.. 

Spirit leTel ____ 

Thread gage_„_ 

Thickness gage_-____ 

Small and large external calipers ___ 

Small and large Internal calipers _ 

Small and medium spring dividers —__ 

Friction Joint dividers, large _:_ 

Internal micrometer and extensions _,_ 

Micrometer, 8 in._......___ 

Micrometer, 2 In. ......— 

Micrometer, 1 in._;--—.... 


Pi4<* 

32J0 

Screwdrivers 

Small _ ... ... 

Plica 
. $0.40 

1.60 


.. .86 

1.15 


_ 1.20 

2.55 


.. • L76 

1.46 


•80 

.85 


. 2A0 

2A0’ 

2.45 

A0 

Bench Equipment 

. $8.00 

24.00 


.. 17,00 

LOO 


. 8.70 

L20 


.. 6.40 

AS 


........ 7.00 

7.00 


. 8X0 



... 2A0 



. 4A0 

$0.50 


.. 8X5 

.76 

.46 

A2 

Chisels 

. $0A6 

A0 

Cape, medium. ..-.. 

.„ AS 

AO 


. . . ,20 

AO 


. AO 

.40 

Chipping 1 , median .... . 

_ __ A6 

A2 


.... A0 

AS 


... .40 

.70 

A0 

Round nose, medium ......... 

.. £i 

A0 


... .15 

LS0 

Diamond point, large.-... 

« .40 


Diamond point, medium..... 

. .80 


Diamond point, small... 

. ,20 

$2.39 

Center punch, large ..... 

. .46 

3.80 

Center punch, medium.... 

. .30 

M 

L95 

A5 

A0 

CAo 

Center punch, small......„. 

.20 


. 2,40 

Pliers 

Combination 8 la. ..... ■-...-.. 

.$ L50 


Fig. 28. 
Fig. 29. 

wrench. 

4. 


Fig. 4. Plain calipers. 
See page 700 for the spring 
type. 


Shears 


Tinners’ snips_ 

Heavy shears ...... 

Bolt cotters 


Rawhide mallet_ 

Lead hammer mold... 

Straight pien, 4 os. 

Ball pien, 1-2 )!>. 
Ball pien, 1 lb. 


Hammers 


Ball pien, 2 lb- 

Blacksmith’s sledge, 12 lb_ 
Blacksmith’s. 4 lb_ 


M 

2.00 

2.65 

8.40 

8.40. 

2.75 

.90 

10.80 

10.90 

X5A5 

10.40 


$1.40 

2.10 

2.00 


LOS 

... 2.10 
..i A# 
...J# .80 

— LOO 
_. 1.40 
_ 3X0 
_ L20 


Combination 6 In._ 

Piston ring expanding_ 

Side cutting, parallel Jaws..... 
Cotter pin_ 




1A0 

L16 

1.40 

1.10 


Miscellaneous Tools 

Wheel end gear pnllers...,_ 

Valve spring lifter___ 

Breast drill, two speed.... 

Valvo seat reamer' set_ 

Soldering copper, large_ 

Soldering copper, small.. 

Gasoline blow torch_ 

Hand drill, small 
Belt punch 

Hacksaw frame and blades... 

Small hand vise. 

Oil stone 

Three bearing scrappers. 

Three carbon scrapers_ 

Pickup pliers . 

Gasket cutter 
Portable electric drill and valve grinding attachment.. 
Piston ring compressor. 




Total 


4488141 


Set of straight shank drills 
for hand, breast or bench 
drill—from No. 1 to 60. See 
pages 699, 706, how to read 
drill sizes and page 615 for 
a small outfit. 


OHAET NO. 247-F—Selection of Small Tools For the Shop. See pages 701 to 707 for Drill Sizes, 

Taps, Dies, etc. See pages 698 to 700 for Measuring Tools and How to Use Them. 

(Small tool list from Motor Age.) 







































































































































BUILDING AND EQUIPMENT OF GARAGE AND SHOP. 


615 


tFig. 2—Cylin¬ 
der reboring ma¬ 
chine, Re-bores 
scored, glazed and 
welded cylinders, 
or those worn out 
of true. Success¬ 
fully rebores any 
size or type of 
engine block from 
1 to 12 cylinders, 
and from 2 1 /> to 8 
inches in diam¬ 
eter. Rebores any 
ordinary 4 cylin¬ 
der block in less 

than 2 hours, and with an accuracy down to the fractional 
part of a thousandth of an inch. (Marvel Machinery Co., 311 
Nicolet Ave., Minneapolis, Minn.) 





Cylinder 
reamer. See 
pages 792, 
653. 


Hand grinder. Note drill 
grinding att. mnfg’d by 
Am. Grinder Mfg. Co. 



**Fig. 30. Star- 
rett socket ratch¬ 
et wrench set. 
With this set one 
can reach nuts in 
inac cessible 
places and at an 
angle. 28 hexa¬ 
gon steel sockets 
from Vt6" to 1", 
also li&>", 1% 2 " 
and 1 % 2 W . Drill 
attachment for 
drills Ys and Yz * 
included $15. 



♦Sizes of Brake Linings for 1919 Cars. 


Car anil ModeP- 

AJlen, 43 - 

American .-- 

Anderson —- 

Apperson __ 

Auburn_ 

Bour-Davis, 20 . 
{{Biddle, H-3 
Briscoe, 4-24- 

Cadillac_ 

Case. U- 

Chalmers, 6-30_ 

Champion, KO— 

Chandler_ 

Chevrolet, FB — 
Chevrolet, 490 ,— 

♦Cleveland_ 

Cole_ 

Columbia_ 

Comet ....— 

Commonwealth ,_ 

Crawford _ 

Crow-Elkhart_ 

Cunningham_ 

Daniels, B a _*— 

Dixie, HS-50_ 

{Dodge Brothers __ 
Dort, 11_ 

Elcar ..I- 

Elgin, H_ 

Elgin, K-- 

•'Essex -- 

tffFord _ 

•Franklin, 9-B_ 

Geronilno _ 

Glide, 6-40 —.- 

Grant_ 

Hackett_ 

Harroun, AA-1 _ 

t Haynes_ 

Hoilier, 206 - 

•♦•Holmes , - 

{Hudson __ 

Hupmobile _ 

Jones —~- 

Jordan, F _ 

King, G_ 

KisselKar _ 

{Klinekar —.. 

fLe Marne- 

Lenox, O-.. 

Lexington, R-19— 

Liberty .—.— 

. ftLocomobile, M-48 

Maibohm ... 

Marmon .. 

Marshall, K 

•Maxwell .. 

Mr Farlan .. 


-EXTERNAL 

Thick* 


—INTERNAL 

Thick- 


Length Wliltb ne»n Length Width ocm 




38*4 

1*4 

A 

34 

1*4 

A 

45 

2 

A 

44 

2 

A 

44 

2. 

A 

40 

1*4 

A 

49 A 

2*4 

A 

46 

2 

A 

43*4 

2 

A 

50*4 

i*4. 

A 

43 

2 

A 

43 

2 

A 

52*4 

2/*4 

2 

A 

17*4 

2 

A 

1*4 

A 

27*4 

1*4 

A 

54 

2*4 

A 

51 

2*4 

A 

45 

2 

A 

40 

1*4 

1*4 

A 

43'/, 

i*4 

1*4 

A 

41*4 

A 

37 

A 

36 

1*4 

A 

45*4 

• 2 

A 

43 

1*4 

A 

38 

2 

A 

37 

2 

A 

28 

1A 

A 

27 

1A 

A 

38 

2 

A 

.. .. 

,_ 

— 

.21*4 

48 

£ 

A 

A 

46*4 

41*4 

2*4 

1*4 

A 

44 

1*4 

A 

A 

45 

2 

A 

42 

2 

A 

36 

i*4 

A 

35 

i*4 

A 

41 

2 

A 

38 

2 

A 

38 

i?4 

A 

36 

1*4 

A 

55 

2*4 

A 

55 

2 A 

A 

58*4 

2*4 

A 

44*4 

36*4 

2*4 

A 

36 

i*4 

A 

1*4 

A 

19*4 

2*4 

A 

15*4 

35*4 

1*4 

A 

35*4 

1*4 

A 

1*4 

A 

38 

2 

A 

35*4 

2 

A 

34*4 

2 

A 

35*4 

1*4 

A 

537/, 

2 

A 

39 

1*4 

A 

20 A 

• 1*4 

A 

42*4 

1*4 

A 

23 A* 

i*4 

A 

,,_ 

' ,rrw * 

_ 

28 

2*4 

A 

„ - 



25 

3 

A 

— 

— 

— 

36 

1*4 

A 

36 

1*4 

A 

41 

2 

A 

40*4 

2 

A 

37 A 

1*4 

A 

35*4 

1*4 

A 


-EXTERNAL- 

Thick- 

Cur nod Model— Length . Width Slew 

{Mercer -- j ~ 


A—machine for grinding valve seats. 

C—hand valve grinding tool with recip¬ 
rocating motion. 

B—valve and valve seat refacing tools. 


Blow torch — see pages 
735, 711, 712. 


-INTER K A L- 

Thick- 

Length Width neu 



**Metz 


21 


Mitchell, E40 & E42 39*/$ 


Moline# 

Monitor -- 

Moon, Victory — 

Moon, 6-66___ 

Moore .. 


42/, 

36 

41 

«>/, 

38 


4055 

131* 

45 


•Nash, 681 _j 

National, AL & AM 
tNelson, D...__ | 

Oakland, 34-B_* 34*4 

Oldsmobile, 37-A.._ 38*4 

{{Overland, 90-B_ 38 

ti Overland, 31A 

{{Overland. 20_ 44*4 

Packard _ 53A 

Pan-American_44 

Paige, 6-40... 38 

Paige, 6-55__ 44 

t+Paterson __43 

••Peerless, 56_ 19 

{Phianna, R_ j * 


Pierce-Arrow, 3 
Pierce-Arrow, 4 

Pilot, 6-45_ 

Premier, 6-C_— 

Reo, T6 & U6... 
{Revere, A-B-C. 
Roamer__ 

Sayers, B... 


ISA 

207/, 

45>4 

43 y* 

43 

60 

38 


1*4 

2 

2 

2 

1 y* 

2 

1*4 

2 

2*4 

2 


m 

m 

1*4 

2*4 

254 

2'A 

2 

2 

2 

2 

2*4 


3 A 
3*4 
2 
2 

2 

13/4-1 

1*4 

2 


A 

A 

A 

A 

A 

A 

A 

A 

A 

A 


A 

A 

A 

A 

A 

A 

V* 

A 

A 

A 

A 


A 

A 

A 

A 

A 

A 

A 


17*4 

12 

44 

40 

40 

34 

41 
37 

35 H 


43A 

33 

33 

35 

35 

12 'A 

1054 

13 

47'/, 

40 

35*4 

42 

173/4 

38*4 

42 

42 

161} 

19 

43*4 

38*4 

3811 

60~ 

32 


2'A 

2'A 

1*4 

1*4 

2 

2 

1*4 

2 

1*4 


1*4 


1*4 

1*4 

2*4 

2 

2 

2 

2 

2 

2*4 

1*4 

1*4 

3 

3 

1*4 

2 

2 

1*4 

t*4 


A 

A 

A 

A 

A 

A 

A 

A 

A 


A 

A 

A 

A 

A 

A 

A 

A 

A 



Vise—Note swivel base 
4 or 6 in. jaw. 


ft 

—a— 

Fig. 11. Bryant 

A 


valve spring com¬ 

A 

A 

Pi 

pressor. Valve 

A 

£aj|l 

can be ground 

A 

A 

A 

A 


without removing 
spring. 

A 

FIG-5 



A 

A 


35*4 

33*4 


37 A 

f 41 

J 22 
22 A 
33*4 

45 

48*4 

45 

44*4 

29*4 

^ 40* 

24 

37 A 
48*4 

35*4 

£4 

37 

f 38*4 
1 19*4 
_ 54 


1*4 

1*4 


2 

2 

2*4 

2*4 

2 


A 

A 


A 

*4 

*4 

A 

A 


36*4 -1*4 


357/, 

15 

15 

3418 


20*4 

337/, 


1*4 

1*4 

1*4 

1*4 


2*4 

1*4 


A 

A 

A 

A 

A 


A 

A 


Scripps-Booth_ 

Seneca, H-2_ 

37*4 
37*4 
96 . 

17/4 

1*4 

2*4 

2 

A 

A 

35 

35*4 

96 

% 

A 

A 

Singer, 19....*. _ 

A 

2/a 

2 

A 

Stanley, 7-35— _ 

39 

Ya 

A 

37& 

20 

A 

{{Stearns _ ._. 

47 

254 

2 

Wz 

2 

8 

ttStephens . 

42 A 


17*4 

1728 

187/4 

16*4 

.fStudebaker, S-H.. 
jStudebaker, EH & 
EG ..-. 

19*4 

20|| 

16*4 

2 

2 

A 

A 

A 

1*4 

1*4 

1*4 

A 

ft 

{Stutz, G.. 

1*4 

A 

{Templar, 445. • 

Tulsa, D-l-2-3_ 

Izr: 

88 

2 

A 

18 

18 

81 

1 

2 

2 

A 

A 

A 

••Vclie, 48__ 

1918 

i*4 

A 

52*4 

1*4 

A 


TAP AND DRILL SET 


2 

2*4 

A 

A 

40 

44*8 

2 

2*4 

a 

2 

A 

43A 

1*4 

A 

2 

A 

,, infr 


— 

2 

A 

27*4 

i*4 

A 



42 

2 

A 


JMJM 

42 

2 

A 

2*4 

*4 

42 

2*4 

J4 

2 

A 

38 

2 

A 

HI 

A 

2318 

2'A 

A 

3 

A 

14*4 

2*4 

A 

i*4 

A 

36 

1*4 

A 

2 

A 

47*4 

in 

A 

i*4 

A 

35 

A 

1*4 

1*4 

A 


_ 

_ 

A 

— 

.- 

_ 

2*4 

A 

49 

2*4 

A 


Westcott, A-48_ 44 

Westcott _,_ 42*4 

{fWillys-Knight, 

88-8 ..... 44*4 

'ttWillys-Knight, 

88-4 _44*4 

Winton, 24_ 48*5 

Winton, 25,- 52*4 

{{Willy, Six, 89-6... 41 ' 


2 

1*4 

2*4 

2*4 

2*4 

254 

2*4 


A 

A 


A 

A 

A 

A 


4) 

40*4 

13 

13 

44*4 

*9*4 

10A 


2 

1*4 

2*4 

2*4 

2*4 

2*4 

2*4 


A 

A 


A 

A 

A 

A 



•Transmission brake. 

••External brake in two pieces. 

••♦Rear wheel brake in two pieces 
{Both brakes internal. • 
ftlntemal brake in two pieces. 

tttFoot transmission brake, low. speed and reverse bands. 
{Both brakes in two pieces. 

{{Internal brake in four pieces. 


Fig. 25. Tap and drill 
set for average small work 
such as on lamps, speed¬ 
ometers, horns, etc. Tap 
sizes are 2/56; 4/40; 6/32 
and 10/32; with drills to 
match. See page 705, how 
to read marks on drills. 


CHART NO. 247-G—Miscellaneous Devices For The Shop. Brake Lining Sizes For 1919 Cars 

(Motor Age). See pages 516 and 631 for valve grinding tools. 

*See page 690 for a brake lining countersink. **See also, page 795. tStatement of manufacturer. 





































































































616 DYKE’S INSTRUCTION NUMBER FORTY-FIVE. 



Layout For Machine Tool Equipment of an Ideal Service Station for Average Town. 


Fig. 21. Illustrates the layout for ar¬ 
rangement of a one flooi salesroom, supply 
department, store room, office, machine 
shop, tire repair and electrical repair de¬ 
partment as suggested in Motor Age. 

Measurements are 60 ft. wide and 150 ft. long. 
Note the “drive in” and “drive out,” also the 
track for the chain hoist to lift engine from the 
frame to work bench. Further note the space 
partitioned off for electrical repairing, tire repair¬ 
ing and battery charging. 

The 10-hp. electric motor shown in the layout 
is designed to run at 1800 r.p.m. This will give 
the line shafting a speed of 400 r.p.m. With a 
20-in. pulley on the shaft to drive the grinder, 
the latter will run at 2000 r.p.m., which is about 
4000 ft. per minute surface speed for an emery 
wheel 7 in. in diameter. 

In this layout we have shown the air com¬ 
pressor driven by an individual electric motor in¬ 
stead of from the line shaft. The first cost of a 
2-hp. electric motor required to drive the com¬ 
pressor will be a little more, but we believe this 
will be absorbed in the saving of current. Fur¬ 
thermore, there is the advantage of automatic 
starting and stopping, which cannot be done 
when the outfit is driven off the line shaft. A 
service station needs compressed air all the time, 
but it is not economy to keep a 10 or 15-kp. 
motor going just for the air line. 


Machine Tool and Equipment 


Line shaft, 30 ft. long, 1% in. dia.$ 11.00 

Adjustable hangers . 20.40 

Electric motor, 10 hp... <••• 335.00 

Lathe countershaft.. Included in lathe price 
Burning and running-in machine with 

fittings . 490.00 

Drill press, 14-in. 85.00 

Lathe, 11%-in. swing over carriage.... 818.00 

Grinder . 33.00 

Welding table . 70.00 

Forge . 27.00 

Welding apparatus . 90.00 

Anvil. 15.00 

Air compressor outfit .. 247.00 

Axle stand . 36.00 

Engine stand . 50.00 

Engine stand . 49.00 

Overhead track, 100 ft. with brackets. . 48.00 

Overhead carrier and hoist. 34.00 

Valve lathe .. 3.75 

Connecting rod jig . 30.00 

Piston vise . 10.00 

Crankshaft straightener . 34.00 

Bench arbor press . 35.00 

Cleaning tank . 40.00 

Large press . 76.50 


Total .‘ $2,687.65 


Pulley dimensions: A—line shaft 1%"; A-l, 
32"; A-2, 20"; A-3, 7"; A-4, 10"; A-5, 14"; 
A-6, 20"; electric motor, 8"; grinder pulley 4". 


Lathe Tools and Blacksmith Equipment. 



♦Lathe tools: 5", 3 jaw 
geared scroll chuck; sock¬ 
et wrench %, % and 
lathe tool holders 4", to 
be used with 14" lathe; 
drill chuck with Nos. 1 
and 2 arbor to hold drills 
up to %"; lathe dogs, 
1", 1%" each. 



Blacksmith equipment; A—anvil 100 lb.; B— 
forge with 12" fan, 25x36" hearth; C—post drill; 
D—drills % to % " ; E—screw plate set; F— 
blacksmith vise; H—flat lip tongs; K—flat 
wrenches: L—3 lb. hammer. 


CHART NO. 247-H—Machine Shop Equipment for Large Shop. 

★ See page 711, how to make lathe tools.’ See page 472 for Equipment for Electrical Department. 


















































































































































































Machinery Equipment. 


617 


The machinery equipment, t gether with 
a list of machinery necessary for a large 
or small shop is given on pages 616, 618. 

Equipment for a fairly large shop in 
which almost any work can be done is 
shown on page 616. 

Equipment for a smaller shop in which 
all average work can be done is shown on 
page 618. 



The line shaft, shown in fig. 5, page 618 
would porbably be arranged different. It 
is shown in one length, whereas it would 
likely be arranged in two sections or as 
shown above. 

Approximate Cost of Equipment of a 
Small Shop. 

Machinery shown in fig. 5, page 618, ap- 


proximatley.$800.00 

Lathe tools (page 616) . 65.00 

Large tools . 80.00 

Small tools . 75.00 

Miscellaneous. 100.00 


Total .$1,120.00 


Air compressor outfit is important. The 
air pump could be operated from the line 
shaft, but if in active use it would be best 
to run it from a separate electric motor— 
see pages 564 and 563. 

Other Money Making Equipment. 

Battery charging and repair outfit, including 
motor-generator set or a rectifier, cadmium test 


outfit (see pages 864K and 8631).$250.00 

Tire repair and vulcanizing outfit (page 

610) . 375.00 

Electrical testing instruments (pages 

864H, I, J) .. 75.00 

Oxygen carbon cleaning outfit ( page 624) 25.00 

Oxy-acetylene welding outfit. 100.00 


Lathes for Repair Shop Work. 

The choice of a lathe depends upon the 
amount of work and kind of work one pro¬ 
poses doing. If equipment is desired 
whereby one can make repairs on axles, 
axle housings, and fly wheels then a 16 in. 
swing 8 ft. bed lathe would be recom¬ 
mended* 

A smaller lathe for work on bearing bush- 
ings, pins, grinding piston pins and bolts, 
a lathe with a 4 ft. bed and 6 in. swing is 
required. 

Drill Press. 

A large drill press, back-geared type, with 
a 16 in. table—for work such as reaming 
cylinders, drilling holes in frames and etc. 
will be required. 

A sensitive drill press for light work, 
such as drilling cotter pin holes, small 
shafts and rods, such as those on the steer¬ 
ing device, timer, etc. is very necessary. 

Some of the manufacturers of drill presses are: 
Barnes Drill Co., Rockford, Ill.; W. P. Davis Co., 
Rochester, N. Y.; Champion Blower and Forge Co., 
Lancaster, Pa.; Canedy-Otto Mfg. Co., Chicago 
Heights, Ill.; American Grinder Co., Milwaukee, 
Wis. 

Portable electric drills (see illustration, 
page 563), are very handy for drilling holes 
in frames for attaching shock absorbers, 
horns, mufflers, etc. 

Power Hack Saw. 

Power hack saw (see fig. 5, page 618), are 
used for cutting all kinds of metal. They 
are made self feeding with automatic stop. 

Manufacturers are: West Haven Mfg. Co., New 
Haven, Conn.; Millers-Falls Co., Miller Falls, 
Mass.; Goodell Pratt Co., Greenfield, Mass. 

Chain Hoist. 

The chain hoist is illustrated on page 
616. They can be secured in capacities 
from % to 1 ton, suitable for general auto¬ 
mobile work. The lift varies from 6 ft. for 
the *4 ton, 7 ft. for the % ton and 8 ft. for 
the 1 ton capacity. 

Manufacturers are: The Edwin Harrington Sons 
& Co., Philadelphia, Pa.; Wright Mfg. Co., Lis- 
boro, O. 


Emery Wheels and Stand. 

The emery wheel is used principally for 
finishing up tool work, taking off metal and 
also for buffing and polishing brass parts. 
Two emery wheels No. 40 and No. 60 grade 
at least, should be secured, also cloth buf¬ 
fers for polishing. 

A very compact electric emery wheel and buffer 
is made by the LeBron Electric Works, Omaha, 
Nebr. 

fDiameter and Revolution Formula. 

This formula will explain how to find the 
size of pulleys to use —see also page 563. 

Dl 


# $1,190.00 

For a still smaller shop, a Tung r or other 
type rectifier could be used instead of a 
motor-generator set, together with a cad¬ 
mium testing outfit for storage battery 
work, and electrical testing instruments of 
smaller size, as per the “portable outfit’’ 
on page 8641, for less money, where there is 
not very much work to be done. 

The tire repair outfit could also be re¬ 
duced to $150.00 by obtaining a smaller out¬ 
fit as the one shown in fig. 11, page 610 and 
fig. 2, page 574. 

Power to run the machinery could be a 
gasoline engine or electric motor. The elec¬ 
tric motor is more convenient and can in 
many cities, be rented from the electric 
company. 

Work benches should always be placed 
next to windows where there is light. It 
should measure at least 8 or 10 feet long, 
height about 3 feet and width 2 ft. 6 in. .. 

and made of 2 in. thick well seasoned pine gi ^presents d.ameter o ( j.ver. 

or better, birch. See also pages 5Jo, fig. o represents revolutions of driver, 

and page 616. R2 represents revolutions of driven. 

“How To Run a Lathe” and “First Year Lathe Work” are two 64 page pamphlets, fully illustrated 

_which will be supplied to readers of this book for 10c each. Address South Bend Lathe \\ orks. 

South Bend, Ind., and mention that you have this book. tSee also, page 563. 

South Bend Lathe Works in back of book for cylinder boring attachment. 


VRiVE 

PoLtey 



DRIVEN 

PUlUEY 


Dl 

X 

R1 - 

- D2 

= R2. 

Dl 

X 

R1 - 

- R2 

= D2. 

D2 

X 

R2 - 

- R1 

= Dl. 

D2 

X 

R2 - 

- Dl 

= Rl. 


*See advertisement of 




































































618 


DYKE’S INSTRUCTION NUMBER FORTY-FIVE. 


Lay Out For a Small 
Machine Shop. 

Fig. 4—Lay-out for small me¬ 
dium shop—driven by a 3 to 
5 h.p. electric motor and with 
a motor stand for “running 
in” or “working in” engines 
after new rings are fitted, 
etc. The line shaft should 
revolve about 200 r.p.m. Line 
shaft is 15 to 20 ft. long with 
3 hangers, 1 % or 1 %<j iuch di. 

Fig. 5 shows another lay-out: 
In the illustration (exaggerat¬ 
ed) we have laid out a standard 
line of machinery suitable for 
a machine shop. The line shaft 
is arranged in a straight line, 
whereas for close quarters it 
may be necessary to place two 
line shafts. 


Although a gasoline engine 
and an electric motor for power 
are both illustrated, only one 
is necessary; both are shown in 
order to explain method for 
belting if one or the other is 
used. The electric motor is 
usually placed on the ceiling 
or on a post or shelf. 

The gasoline engine ought to 
be equipped with a clutch in 
the drive pulley or in the pulley 
on the line shaft. 


Approximate Pieces of Machinery Equipment for a Small Shop. 



1—20 inch drill press.$75.00 to 100. 

1—16 in. x 6 ft. lathe. 264.00 

1 —emery stand with 2, 6x1 wheels. 20.00 

1 —sensitive drill press for small work. . 60.00 

1 —marvel No. 1, power hack saw. 25.00 

25'—line shafting and 4 drop hangers and 


Compressed air outfit, belt driven from line 
shaft (see chart 237-B) . 


45.00 


We will assume the electric motor is rented from 
the electric company. If not, add about $100 for 
electric motor or gasoline engine. 



Fig. 5. 




Shaft straightening press. While this press is made mainly 
for straightening shafts, it is also applicable for axle straight¬ 
ening as well. A tremendous power can be brought to bear, by 
the action of the long lever and heavy screw. A section of 
perfectly true shafting is centered between the adjustable 
tail stocks and UBed as a guide or measuring point as the 
shaft is being straightened. 

Back geared drill press. The advantage of the back gear 
feature, is obvious, as it is often very desirable to reverse the 
direction of rotation of a drill. 

Gap-bed lathe. The distinguishing feature of this lathe is 
that the guides near the lathe head are cut away, thereby in¬ 
creasing considerably the size of the swing, without in¬ 
creasing the other dimensions. It is possible to handle 
much larger work with this style than could be handled on 
the regular type of the same dimensions. 



CHART NO. 248—Lay-Out and Equipment of a Machine Shop for Average Automobile Work— 

(“How to Ron a Lathe”—see foot note bottom of page 617.) 























































































































































































































































































































BUILDING AND EQUIPMENT OF GARAGE AND SHOP. 


619 




Floor Plan, Showing the Location of the Sills, Studs 
and Corner Posts on the Concrete Floor 



END FACIA &CARD PATTCRN ft 



RAFTER PATTERN 


^IS'4'R 


Pattern Layout for the Rafter Pieces and the Finishing 
Facia Boards fo^ the Eaves at the Ends 


End Elevat.on, Showing the Rafter Construction 
and the Finishing Facia Boards on the Eaves 


The home garage shown in the illustration is designed for 
housing one machine, and to give a little space about it so that a 
person can clean the exterior of the automobile and do small repairs. 

The first thing to bo considered is the foundation, or base, which 
is made of concrete. The earth should be excavated for a depth of 
6 inches and to the exact dimensions given for the floor plan. The 
bole is then filled with cinders, well tamped in and leveled on top. 
A frame, about 4 inches high, is built up of cheap lumber, so that 
the space within measures 12 ft. wide and 10 ft. long, except at the 
double-door opening where a sloping runway is formed for the easy 
entrance of the automobile. A 2 inch layer of concrete—a mixture of 
1 part cement, 2 parts sand, and 4 parts gravel, or crushed atone 
is placed on top of the cinders, and a neat mixture of ce^nent and 
sand, Vt inch thick is placed on the concrete and made perfectly 
level. When putting in the concrete, % inch bolts, about 5 inches 
long are set in the edge with the threaded end extended about 8 
inches above the upper surface of the cement and in line with the 
center of the 2 by 4 inch timber used as a sill. The detail of this 
construction is shown in the sketch. About four of these bolts 
should be set on each side, three on the end, and one on each side of 
the double doors. 



SILL CONSTRUCTION 


The corner posts and studs are cut so that their length, together 
with the thickness of the sill and the two pieces for the plate, will measure 8 feet. This 
is the proper length to cut the boards without waste from standard lengths of lumber. 
After raising the corner posts and studs, and nailing the plate pieces on top, the 
siding boards are nailed on vertically to the plate and sill, and the battens nailed over 
the joints. 

The rafters are built up in a manner similar to that used on large garages now so 
popular. Each one, or each pair, consists of a crosspiece that rests on top of the 
plates at the sides and is notched at the ends, to receive the ends of the convex rafter 
pieces. The pattern for one of these pieces, with dimensions, is shown in the drawing. 
After fitting the three main parts to form one rafter across the building, they are 
fastened together with short pieces of boards, which can be cut from scrap. The rafter* 
are set on the plates 16 inches apart from center to center. 

The sheathing boards are nailed to the curved edges of the rafters lengthwise, and as the material 
list calls for boards 12 feet long, one and one-half lengths will cover the rafters and allow 1 foot projec¬ 
tion at each end for the eave. The facia boards are cut on a curve in the same manner as the rafter pieces, 
and the under side is cut as shown in the detail, so as to make a neat-appearing connection to the end of 
the frieze boards. Straight facia boards are fastened on the eaves, at the sides, in the same manner, and a 
frieze board nailed to the under side, the ends being finished, as shown in the detail drawing. 

Prepared roofing is fastened to the sheathing in the usual manner, beginning the layers at the eave and 
finishing in the center, allowing the center piece to overlap on both sides. 

The windows consist of four single casements, two being placed on each side. These can be of any 
size to suit the builder, and can be bought from a mill ready to be Bet into the openings cut for them. 

The doors can be made up of the same material as that used for the siding and battened together, or, if 
a more elaborate door is desired, they can be purchased at a reasonable price, panelled and with a glass 
in the upper part. If paneled doors are used, IS boards can be deducted from the siding-material list. 
The double doors will require fastenings at the center, and, in placing the concrete floor, a keeper should 
be set in the surface cement for the foot latch. The upper keeper can be attached to the end rafter 
crosspiece. The usual hardware is necessary for the small door at the opposite end. 

A garage built up in this manner and well painted will last for years, and if it becomes necessary 
to move it, nothing will be lost except the concrete floor, as the building can be lifted from the bolts and 
taken away bodily.—(Popular Mechanics.) __ 


Material List. 


CONCRETE FLOORS: 

2 bbls, cement. 

4.5 cu. yd. cinders. 

2.2 cu. yd. sand. 

4.3 cu. yd. gravel 

SILLS, PLATES AND STUDS: 

0 pieces, 16 ft. long, 2 by 4 in. 

4 pieces, 12 ft. long, 2 by 4 in. 

20 pieces, 8 ft. long, 2 by 4 in. 

SIDING: 

90 boards, 8 ft. long, % by 8 in. 

90 battens, 8 ft. long. 

RAFTERS: 

10 boards, 14 ft. long, % by 8 in. 

10 boards, 14 ft. long, % by 4 in. 

ROOFING: 

Enough sheathing boards, 12 ft. long to 
cover 260 sq. ft. 

Enough prepared roofing to cover 260 sq. ft. 


WINDOWS.. . 

4 single casements. 

FINISHING PIECES: 

2 frieze boards, 18 ft. long, % by 1 ft. 

2 facia boards, 18 ft. long, % by 4 in. 

4 facia boards, 8 ft. long, % by 1 ft. 

8 corner boards, 8 ft. long, % by 4 in. 

6 door facing boards, 8 ft. long, % by 4 in. 

HARDWARE: 

1 pair of door hinges. 

1 door lock. 

3 pair of heavy door hinges. 

1 foot latch. 

1 upper latch. 

1 large door lock. 

10 lb. 20-penny nails. 

20 lb. 8-penny nails. 

10 bolts, with double washers, % by 5 in. 


CHART NO. 240—Building a Private Garage. 

































































































































620 


DYKE’S INSTRUCTION NUMBER FORTY-SIX. 


INSTRUCTION No. 46. 

REPAIRING AND ADJUSTING: Overhauling a Car. Clean¬ 
ing and Lubricating. Removing Carbon. Causes of Loss of 
Power. Compression Tests. Refacing and Reseating Valves. 
Adjusting and Timing of Valves. Bearings; constructions, ad¬ 
justment and repairs. Pistons and Rings; fitting, testing, 
etc. Engine Knocks; how to locate and remedy. Enlarging 
Cylinders. 


*What Constitutes 

Automobile overhauling is essentially a 
process of general cleaning, inspection, 
tightening-up and readjusting, involving, 
perhaps, some minor replacements, all of 
which will be explained further on in this 
instruction. 

Engine. 

Test compression; test for knocks, clean 
carbon, grind valves, adjust valve clearance, 
fit new rings if necessary, re-bore cylinders 
if necessary, take up on bearings; check 
the valve timing, examine valve springs, ex¬ 
amine gaskets. 

Ignition and wiring—test the ignition 
timing, test battery and electrical apparatus, 
clean spark plugs and adjust gaps, also 
clean, oil and adjust and tighten the gen¬ 
erator and starter nuts etc., see that all 
ground connections are tight. 

Clean engine: by flushing out old oil 
with kerosene as explained on page 201. 
Refill oil pan with a good grade of oil. 

Miscellaneous engine parts; examine water 
pump, see if water hose requires replace¬ 
ment (see page 193); examine intake and 
exhaust manifolds and see that gaskets and 
joints are tight, (see page 192,) tighten all 
bolts and nuts. 

Radiator. 

The radiator should be disconnected and 
a stream of water forced through it for 
several hours. If scale exists, cleaning 
can be done with a solution of one pound 
ordinary washing soda and five gallons of 
water allowing to stand for an hour, (see 
page 191.) 

« 

Carburetion. 

The carburetor should be removed and 
thoroughly cleaned and tested for float leak. 
Examine the gasoline line and see that all 
joints are tight. 

Clutch and Transmissions. 

The clutch is one part to receive attention, 
and here the repairman should resort to a 
large extent to the maker’s instruction book 
if it is still at hand. The cone clutches 
are usually faced with leather or fabric. The 
leather can be cleaned with a dry cloth and 


a Car Overhaul. 

then painted very lightly and evenly with 
neatsfoot oil. The fabric facing can be 
given a squirt-gunful of kerosene. Be free 
with oil on all the clutch connections and 
take especial care that the clutch thrust 
bearing is properly fed. Oil all connections 
from the clutch pedal lever to the clutch 
proper. Do not take up on the clutch spring 
unless you are certain it is needed. 

With wet-plate clutches the housing 
should be flushed with kerosene and the en¬ 
gine turned over a number of times. At the 
same time the engine is turned over some 
one should push the clutch pedal in and 
out. This works the kerosene around the 
plates and tends to remove any gummy de¬ 
posits. Then drain the housing, and repeat 
the operation. That finished, fill to the 
required level with oil. Usually 1 pint is 
used with one-half pint of kerosene. 

With a dry-plate clutch the only thing 
that may be needed is a cleaning with kero¬ 
sene, to remove gum. However, use a 
squirt gun in this case. No matter what 
the type of clutch be free with oil at all 
the various connections. 

Look for small oil holes which are clogged 
with dirt. Oil the clutch cross shaft, the 
clutch collar and all the parts which move. 

Universal joint:. Back of the clutch or 
transmission, there may be a universal. 
Clean it thoroughly with kerosene whether 
it is exposed or housed. Allow this to 
dry and then pack with graphite. If you 
have no graphite, get some or use a good 
grade of grease. 

Next, proceed to the transmission. Drain 
the old lubricant, replace the drain plug, and 
remove the cover if there is one. Fill the 
case half full of kerosene and with a clean 
cloth mop it. This is a dirty job but it 
' will be worth your while, because the gear- 
set usually is neglected throughout the year 
and is required to give efficient service with 
oil that is perhaps a year old. With the 
case clean add a grade of oil as recommended 
by the manufacturers, or see page 203. 
Don’t put too much oil in the case. Tnere 
usually is a level plug but if there is none, 
allow the level to be about up to the shaft 
of the highest or upper gears. 


*See page 527 for testing a car before overhauing. See also page 594. See page 794 for prices 
usually charged for Ford work and page 795, “inspection after overhauling.’’ 



REPAIRING AND ADJUSTING. 


621 


Running Gear Parts. 

Wheels: First in order come the wheels. 
The car has been jacked up, and the next 
step is to see that the wheels run true on 
their bearings. There are many ways of 
doing this. A good way is to sight with one 
eye closed, while the wheel is revolving e 
Any irregularity in wheel movement is easi- 
ly detected. However, sometimes the rim 
is bent a little and one will imagine the 
wheel is running untrue. Grip the wheel 
firmly with both hands and test for side 
play and up-and-down play by pushing and 
pulling on the wheel in all directions. 

A loose bearing usually causes this trouble 


and in many cases the looseness can be over¬ 
come by tightening the nut slightly. Some 
times new bearings are needed, because they 
are worn excessively. 

Align the wheels as explained in charts 
278 and 279. 

Tlie steering assembly, brakes and other 
parts require the same sort of attention and 
will be taken up in their separate order 
further on. 

Rear axle should be cleaned and lubri¬ 
cated and the drive pinion tested as to it's 
relation with the drive gear on the differen¬ 
tial. If noisy, it is probably loose and re¬ 
quires adjustment as will be explained un¬ 
der 11 Adjustment of rear axle gears. ” 


Cleaning Engine. 


We will take up the usual and common 
work required on all engines. We will first 
■tart with cleaning and lubricating the en¬ 
gine and greasing a car. About every nine* 
cars out of ten require cleaning and 
greasing. 



Fig. 1 — Remove 
drip pan and clean 
with gasoline or 
kerosene. 


Fig. 2 — Remove 
drain plug at bot¬ 
tom of crank case 
to drain old oil. 




Fig. 3—Flush the 
crank case with ker¬ 
osene. Pour through 
the place along side 
of engine where lu¬ 
bricating oil is 
poured in — called 
the “breather.” 



Fig. 4 — After 
crank case is cleaned 
and drain plug 
screwed in, 'put the 
best grade of cylin¬ 
der oil in the crank 
case. 


First start with the engine. Remove the 
drip pan, (fig. 1). Next unscrew the drain 
plug or open drain cock under the crank 
ease. Drain all oil into a pan of some 
kind. This oil can then be placed in the 
oil filter, (fig. 2, chart 244) and used over 
again in the transmission, when mixed with 
grease or graphite. 

It will be found that when oil stops drip¬ 
ping; if the starting crank is turned a few 
times by hand a little more oil will be found 
to flow. The best time to drain oil is after 
engine has been run and heated and oil 
is thinned. (Also gee page 201.) 

When the oil has ceased to come from the 
crank case the drain plug is replaced. It is 
not screwed tightly home as it is soon to be 
removed again. Now pour 2 quarts of kero¬ 
sene into the breather pipe, (fig. 3) and run 
the engine again for about 15 seconds. 


If it is not in running condition open 
the compression cocks on the cylinder and 
spin it rapidly by hand. The longer 
this is done the better, but it is an arduous 
task and if kept up for a minute or so will 
be all that is necessary. The drain plug is 
new removed again and the kerosene is 
entirely drained out. The plug is screwed 
back and fresh oil provided. 

Put fresh cylinder oil in crank case: In 
filling the crank case use only the very best 
cylinder oil, (see lubrication, pages 201 and 
200). A gauge is usually provided to show 
how much to place in the crank case. If not, 
fill the crank case until it is about even with 
the center of crank pin when on bottom 
center. Don’t fail to place drip pan back 
and tighten up all nuts. 

Note: Be sure all drain cocks are free 
by opening them and running a wire through. 

The outside of engine and drip pan can 
be cleaned with gasoline. A brush dipped in 
gasoline to reach inaccessible places and 
also an oil gun to shoot gasoline in 
inaccessible places will suffice. The lighting 
of a match or any kind of flame, however, 
while cleaning should be prohibited. 

A modern method for cleaning the engine 
is by means of a sprayer. In large shops 
compressed air is used quite extensively for 
all kinds of cleaning. 

Home Made Engine Cleaner. 

A gasoline or kerosene spray, acting under air 
pressure, will quickly remove dirt and grease from 
the engine or chassis. A device for forming this 
spray is shown. It comprises a metal tank, hold¬ 
ing the cleaning solution, and an aspirator for 
forming the spray. This aspirator is a copper 
pipe, passing through the center of the tank, one 



end being connected to the air line and the other 
being drawn down into a nozzle. A small copper 
tube connects this pipe, so that the solution is 
drawn from the tank and forced into a spray by 
the passing air—a foot pump can be used to inject 
air if pressure is not on hand. See also page 740, 
fig. 7, and page 744 for others. 


‘See Instruction 36—Cleaning and Washing a Car. 






















622 


DYKE’S INSTRUCTION NUMBER FORTY-SIX. 


Clean The Exhaust System. 

This cleaning should include the exhaust 
manifold, pipe and muffler. The latter 
should be taken apart and the parts soaked 
in kerosene over night. The pipe and mani¬ 
fold may be cleaned by drawing through a 
pack of kerosene-soaked waste attached to 
a long wire. 

Keeping Oil Off the Radiator Hose. 

To prevent oil from rotting the inlet hose 
from radiator to pump I have been giving 
the hose a coat of shellac and then a couple 
of layers of tape and shellac over that. 
The shellac keeps the oil away from the 
rubber. 

♦Parts Washing Table. 

This is large enough to permit any 



part of the car to be cleaned. But more 

limed important, it may 
be moved to the 
job. A wooden 
basin, or sink, 6 
ft. long, 2 ft. wide 
and 6 in. deep is 
mounted on legs, 
and lined with tin. 
A drain plug is 
placed in the cen¬ 
ter, permitting the 
dirty cleaning solution to be drawn off into 
a pail hanging beneath the stand. Gasoline 
may be used for cleaning parts, but kero¬ 
sene is cheaper and safer. 


DBAIN 

PAI l 


Greasing a Car. 


r/LL 

(jftEASE CUPS 


One of the first things to do when start¬ 
ing to grease a car is to screw down on the 
grease cups, which forces out 
all grease therein, the cap is 
then unscrewed, grease cup re¬ 
filled and cap placed back—but 
don’t cross thread the caps or 
they will work loose and be 
lost. 





Fig. 2. The differ¬ 
ential can be greased 
in the same manner 

as well as the wheels 
(if grease is requir¬ 
ed, see page 204 and 
203.) This grease 
gun is thoroughly 
reliable and ought to 
be in every repair 
kit. 


filling 


YOU CAN FILL THIS GUN— 

YOU CANNOT FILL OTHERS 


In greasing such places as the shaft of a 
cone type clutch (through a plug hole), the 
differential and other places on a car where 
a grease cup is not provided, but where 
grease plug holes are provided the Town¬ 
send grease gun is an excellent device. 
You can grease the differential gears, the 
universal, and every part of the car in 
a few minutes time, without removing the 
covers and all of those nuts and bolts. 

Lubrication of Springs. 

A detail which, if attended to, conduces 
much to easy running of a car, is the 
oiling of those parts of the springs upon 
which the leaves move. It is becoming the 
practice to make provision for proper lu¬ 
brication at this point, which is easily done 
by drilling a hole through each leaf, as 
otherwise it is not easy when the weight of 
the car is on them to introduce any oil into 


the interstices. Very frequently, however, 
rust is seen along the joints, showing that 
water can get in, at any rate, and oil will 
work its way in, too, if applied at the edges, 



Lubricating the surface of the separated 
spring blades.' 


The same tool used as a temporary or 
to secure a broken spring. 


but it will probably be found that this can 
be more easily done if the blades are sep¬ 
arated by means of the special appliance 
illustrated herewith. 



Rust in the springs affects their proper 
movement, and causes mysterious squeaks 
as well. The joints of the links connecting 
the upper and lower portions of the springs 

at each end should 
P Ihe .prills blade.. also have a little oil 

applied occasionally. 
It is when perform¬ 
ing this duty that 
timely opportuni¬ 
ty often occurs of ob¬ 
serving defects of loose nuts or broken 
leaves in the springs. The nuts belonging 
to the clips which hold the spring on 
to the axle often display a tendency to 
•work loose, and if this is not remedied the 
axle will be thrown out of line, with more 
or less serious consequences to tires and 
driving gear generally; or, if the front 
axle is in question, the steering may be 
affected. 


If a car is overloaded much beyond it* 
normal capacity, extra work will be thrown 
on the springs which may give rise to break¬ 
age when the car is being driven over bad 
roads. An extra leaf added to the springs 
is advisable for overloads. Considerable 
advantage to the life of the springs is ob¬ 
tained by having shock absorbers or buffer 
blocks fitted. (see spring covers, chart 
236-E.) 

Other parts of a car to lubrici.^e ana 
grease are shown on page 204. 


*See also, page 741. Townsend Grease Gun is manufactured by The Townsend Co., Orange, N. J. 






































REPAIRING AND ADJUSTING. 


623 


♦Relation of Carbon to Lubricating Oil. 


The oil film which protects the friction 
surfaces in your engine is hardly thicker 
than the page you are now reading. 

It makes no difference how much oil you 
pour into your crank-case. The only oil 
that protects your engine is this thin film 
between the moving metal parts. 

And this thin film is not the cool oil you 
pour into your crank-case. In use the oil 
heats quickly. Then the test comes. 

Only oil of the highest quality will retain 
full lubricating efficiency under the heat 
of service. 

Many oils break down under this heat. 
Part of the oil goes off in vapor, just as 
hot water gives off steam. With an oil 
film only .003 of an inch thick this vapor¬ 
ization must be reckoned with. 

To get full protection, you must have a 
constant, full, even oil film. You must 
have an oil which will stand the heat of 
service. 


The Cause of Carbon Deposit. 

Due mostly to the use of poor grade of 
lubricating oil or too much oil, and quite 
often to an improper mixture of gas or too 
much gasoline being fed. 

Carbon has many lodging places. It fouls 
spark plugs and kills the spark. It pits 
the valve seats and weakens compression. 
By accumulating on the piston heads and 
in the combustion chambers, it causes 
knocking and racks your engine with pre- 
ignition. 

The amount of carbon deposited in your 
engine depends upon the carburetion and 

gasoline com¬ 
bustion and on 
the character of 
the gasoline as 
well as on the 
quality of the 
lubricating oil 
itself and the 
correctness of 
its body. 

As both gas¬ 
oline and petro¬ 
leum lubricat¬ 
ing oils are 
chemical c o m - 
binations of hy¬ 
drogen and car- 



Showing points in cylinder 
where carbon deposits are 
most apt to gather. 


bon, carbon is an essential element of each. 
See page 158. 

Only the free (suspended) carbon can be 
taken out. To remove the carbon which is 
in combination with other chemical ele¬ 
ments, constituting gasoline and oil would 
result in the destruction of the product it¬ 
self. 

Carbon deposit is likely to occur through 
incomplete combustion of the gasoline or 
through the destruction of the excess lubri¬ 
cating oil which will work into the combus¬ 


tion chamber if the oil is of incorrect body. 
“No carbon” oils do not exist. 

To reduce carbon to a minimum, the 
lubricating oil must be of high quality and 
of correct body for the piston design and 
lubricating system of your engine. See 
page 200. 

Lubricating oil adds materially to carbon 
deposit of an engine if the following condi¬ 
tions exist: 

**1—Poorly fitting piston rings or scored 
piston rings and cylinders. 

2—Carrying too high an oil level; using 
an oil that is not suited to the engine, both 
as regards body and quality, or carrying the 
pressure in a force-feed system at too high 
a point. See page 199. 

t3—Allowing the oil in the crank-case or 
oiling system to deteriorate to the point that 
it is so thin that even a well-fitting piston 
ring will not prevent a surplus of oil from 
passing into the combustion chamber. 

Relation of Carbon to Combustion. 

An important consideration is the incom¬ 
plete combustion of gasoline, for from this 
source a large proportion of carbon is de¬ 
posited. When the charge of gasoline and 
air (the proportions of which are deter¬ 
mined by the carburetor adjustment) is 
taken into the cylinder of a gas engine, it 
consists of hydrocarbon vapor and air. The 
oxygen in the air combines with the carbon 
and hydrogen of the gasoline and forms 
an explosive mixture. This mixture is fired, 
and after expansion the products of com¬ 
bustions are expelled from the cylinder 
through the exhaust valve. 

If the amount of air entering the car¬ 
buretor is not sufficient to insure complete 
combustion, we have what is known as a 
rich mixture. This is a slow-burning mix¬ 
ture rather than an explosive one and will 
cause excessive carbon deposit. For ex¬ 
ample, if the wick of an oil burning lamp 
is turned too high, too much oil will be 
drawn through the wick for the amount of 
air entering the lamp to form complete 
combustion. The lamp will smoke, and soot 
(which is carbon) will be deposited on the 
chimney. 

This is exactly what happens in the cylin¬ 
der of a gas engine. The products of in¬ 
complete combustion together with a por¬ 
tion of lubricating oil passing by the pis¬ 
ton rings, deposit a certain amount of car¬ 
bon in the combustion chamber. That por¬ 
tion of this carbon which does not pass out 
with the exhaust is baked on the cylinder 
heads, pistons and valves by the heat of 
explosion. This carbon deposit will build 
up very much more quickly if it has a bed 
to build up on, such as would be produced 
by a lubricating oil, which, when exposed to 
the heat of explosion, would leave a gum¬ 
my deposit. 


♦Also see page 202. 

**One cure for “scored” cylinders has been the judicious use of a special graphite lubricant. 
See page 205. The best plan however, is to have cylinder reground or soldered, see foot note, 
page 653. 

tSee page 653, “piBton pumping oil,” and page 735 a “carbon remover.” 


































624 


DYKE’S INSTRUCTION NUMBER FORTY-SIX 


Methods For Removing Carbon From Cylinders and Pistons. 


Scraping Method. 

Fig. 1. To scrape carbon from a piston in this 
manner it is necessary to remove piston; usually 
from the bottom if a small size piston—as explain¬ 
ed on page 646. 



Fig. 2. Another method is to remove the cylinder 
head, if it is a detachable type, as on the Ford. 
Access can then be had to tops of pistons and walls 
of combustion chamber in the head. 

Special Scraping Tools. 

Scraping tools of special design (fig. 1)» <tre 
necessary for scraping the inside of cylinder, com¬ 
bustion chamber and head of piston when cylinder 
head is not detachable and where pistons are not 
removed. The work can be done through the valve 
cap or plug holes. 

5 2 

n .-v 



Oxygen Decarbonizing 
Is a process of cleaning the carbon from inside 
of cylinder and head of piston, without removing 
the cylinder head, by means of an oxygen flame, 
per fig. 6. 


Tool No. 1 is for scraping the piston head; 
No. 2, for the cylinder head, as shown by dotted 
lines and No. 3, is for the cavities over and around 
the valves and such other surfaces that have con¬ 
siderable curvature. 

Scraper No. 1, should be used first, and worked 
back and forth with considerable pressure across 
piston head until the scratching sensation disappears 
and tool seems to glide over the surface. Care 
should be taken, not to gouge grooves in the metal. 

After scraping, blow out the free carbon, using a 
hand bellows, if compressed air is not available. 
Continue scraping until the blast of air does not 
blow out any more carbon dust and be sure to 
scrape the entire surface, for if jagged patches are 
left, they will become incandescent from the heat 
of explosion and cause pre-ignition. 

It is important that none of the carbon gets into 
the cylinders, valves or other parts of the engine. 
Therefore be sure that valve is well seated in 
cylinder you are cleaning and be careful to blow 
out all carbon deposit thoroughly with an air blast. 

Often, after as much carbon as possible has been 
taken from the cylinders, a half-tumblerful of kero¬ 
sene poured into each cylinder and the air blast 
applied, will give good results. Another half-tum¬ 
blerful of kerosene should be poured into the 
cylinders and the engine turned over a few times. 

The oil reservoir should then be drained and 
cleaned thoroughly with a clean cloth previously 
soaked in gasoline, and fresh oil put into oil pan 
(after cleaning and using kerosene,) as kerosene 
will thin the oil and cause it to lose its lubricat¬ 
ing qualities and is liable to cause the bearings to 
score or cut. If any of the kerosene is left in en¬ 
gine combustion chamber it will eventually work 
into crank-case. 

It is customary to grind the valves after having 
scraped carbon, and after grinding, adjust valve 
clearance. 



MATCH 


Fig. 6. Oxygen de 
carbonizing outfit 


The outfit (see also, page 727), consists of an 
oxygen tank, at an initial pressure of about 1,800 
lbs. per square inch, fitted with an adjustable re¬ 
ducing valve that brings the pressure down to 10 
to 20 pounds, is employed, and the oxygen is 
applied through a torch or copper tube about 18" 
long, with a rather fine, flexible delivery jet, com¬ 
municating with the reducing valve through a flex¬ 
ible tube and fitted with a trigger valve (FV). 
The delivery jet of the torch when entered through 
a valve plug orifice, can be manipulated to reach 
all parts of the combustion space, if slightly bent 
and cleverly turned and twisted by the operator. 

To Operate. 

First: Turn off the gasoline at tank and let en¬ 
gine run until it uses up all gasoline in carbure¬ 
tor. If pan is greasy, remove it, to avoid the pos¬ 
sibility of a fire. 

Second: Remove hood and cover the air intake 
of carburetor with sheet asbestos so that no spark 
can drop into it. 

Third: Remove large plugs into which spark 
plugs are screwed and clean cylinders, one at a 
time, being sure that the piston is at its extreme 
height in each cylinder and that both intake and 
exhaust valves are closed before starting to clean 
it. 

Fourth: Start on valve chamber, first putting a 
few drops of kerosene oil or alcohol into it, ignite 
with a match or wax taper, insert tip of torch and 
direct a jet of oxygen against the carbonized sur¬ 
face. The jet of oxygen almost instantly consumes 
the carbon where it strikes, so move tip around 
until incandescence dies out, when it -will be neces¬ 
sary to inject more kerosene or alcohol and repeat 
operation until chamber is thoroughly cleaned. 
When the burning starts the carbon will burn with 
a whitish flame and a shower of sparks will come 
out of the spark plug hole. 

Next clean piston head. When it is impossible 
to see portions being cleaned, continue operation 
until the series of sparks stop blowing out, as 
sparks will cease as soon as carbon is entirely con¬ 
sumed. 

To clean top and sides of cylinder, it is neces¬ 
sary to bend flexible copper tip- of torch so as to 
direct the jet of oxygen upwards. To inject the 
kerosene or alcohol, use an oil gun or ordinary oil 
can with curved nozzle. 

Alcohol leaves surfaces much lighter than kero¬ 
sene, but when the oxygen strikes it there is quite 
a sharp report. Kerosene is rather more quiet than 
alcohol. 

Some operators simply drop in a lighted match 
and then turn the jet upon it, but this method re¬ 
quires much more frequent igniting than when kero¬ 
sene or alcohol is used. See “note” on page 625. 


CHART NO. 249-A—Removing Carbon—different methods—see pages 720 and 727 for Oyx-acetylene 
Welding. For decarbonizing, only the oxygen tank is used. 



















































REPAIRING AND ADJUSTING. 


625 


Bad Effect of 

Carbon deposit will cause the valves to 
leak by the carbon gumming under the seat 
of the valve—thereby decreasing the power. 

Carbon deposit cakes on the end of the 
piston and on the walls of the combustion 
chamber, which, when engine is hot will 
cause these small particles of carbon t# be¬ 
come red hot and cause premature ignition 
and result in pounding, (see pages 233 and 
636.) 

Indications 

Carbonization of engine—general indica¬ 
tions: If you should note that the engine, 
when fully supplied with water and oil 
and the spark lever in proper position, is 
overheating easily, has weak compression 
and developes a “knock” or “clank” when 
on a hard pull, there is probably a large 
deposit of carbon in the cylinder compres¬ 
sion chambers. This may be due to the use 
of poor lubricating oil or incorrect adjust¬ 
ment of the carburetor. Even though it is 


Carbon Deposit. 

Carbon deposit will also cause the spark 
plugs to become fouled, for if the oil you are 
using will cause carbon in one place it will 
accumulate on the spark plugs also. In other 
words, carbon is a bad thing for an engine 
and ought to be removed. 

Soot or carbon deposit in an engine ac¬ 
cumulates on the head of the piston and 
in the combustion chamber generally. 

of Carbon. 

not affected by these two conditions, a 
small residue of carbon will adhere to the 
interior of the compression chamber, and if 
left for a great length of time, will develop 
the trouble mentioned above. Of course the 
carbon sticking to the inside of a cylinder 
becomes red hot and pre-ignites the charge 
called pre-ignition—see pages 639 and 233. 
See page 202 for smoke indication of too 
much oil. 


***Carbon Deposit Preventive. 


Mix 85 per cent kerosene to 15 per cent 
denatured alcohol. Pour a few tablespoon- 
fulls of this mixture into the cylinder of 
the engine through the relief cocks. To 
get the best results, the mixture should be 
poured in while the engine is still warm, 
after a run. Then close relief cocks, crank 
the engine with the switch off two or three 
times slowly; this will work the mixture 
thoroughly into the carbon. Then allow the 
engine to stand in this condition overnight. 
Next morning when starting there will be 
considerable smoke, but this will soon pass 
away. The exhaust “cut out” should be 
opened and the engine speeded up, so the 

Cleaning Carbon 

This is a job usually attended to when cyl¬ 
inders are re-ground. The frequency of the 
job depends upon the service, and quality 
and quantity of lubricating oil used, (see 
page 653.) 

Methods of Cleaning. 

There are five methods employed in clean¬ 
ing carbon. The most effective being that 
one which removes the carbon most com¬ 
pletely—probably by hand, but to remove 
piston is sometimes an expensive job and 
other recourses are resorted to as will be 
mentioned. 

(1) One plan is to remove piston as per 
fig. 1, chart 249-A. 

(2) To remove cylinder head as per 
fig. 2. v 

(3) To scrape with special scrapers as 
per fig. 4. 

(4) To chemically clean and dissolve the 
carbon, p^er page 626. 

(5) To clean by the oxygen decarbon¬ 
izing process as per fig. 6, page 624. 
See also pages 726, 727. 


dissolved carbon will pass out freely. This 
operation, if frequently used, will, to a con¬ 
siderable extent, keep the compression 
chambers and pistons clean. If there is 
considerable carbon already in cylinders 
before trying this, then it will be neces¬ 
sary to first have cylinders cleaned by 
scraping or by the oxygen decarbonizing 
process employed at some repair shop, be¬ 
cause the carbon will probably be hard. 
After once cleaning the piston and by the 
use of this mixture and above all, the use 
of good oil, tho cylinders should remain free 
from carbon. It is advisable to change old 
oil at this time, and put in a fresh supply. 

\ 

from Cylinders. 

This last mentioned method, is the most 
generally used and conceded to be one of 
the best. 

Note: In using oxygen for carbon removal. 

The piston should be placed at the extreme top 
of the cylinder, as the intense heat tends to 
roughen the cylinder walls. The flame should 
not be directed to strike the threads of the 
spark plug hole, and see that the water system is 
kept full of water. The torch should be moved 
constantly to cover as large an area as possible. 


Questions Sometimes Asked Relative 
To Oxygen Decarbonizing Outfits. 

Q.—Where can oxy-decarbonizing outfits be 
secured ? 

A.—The Prest-o-lite Oo., Indianapolis, Ind., 
make a good serviceable outfit, also the Turner Brass 
Works, Chicago; Imperial Brass Co., Chicago, see 
page 727. 

Q,—Can the Prest-o-lite tank be used for this 
purpose ? 

A.—The oxygen tank of their welding outfit 
can be used, but lighting gas cannot. 


***It is important that kerosene is not mixed with the lubricating oil art it will lose n ^ 8 
me qualities. Crank case should be wiped out before putting in fresh oil, see pages 201 and 205. 

*.*A carbon preventive called "Woodworth Carbon-Clear" mnfg'd by Woodworth Mnfg Oorp n 
Niagara Falls, N. Y. is mired with the gasoline; one spoonful to five gallons. It is claimed this 
prevent the formation of carbon. 




626 


DYKE’S INSTRUCTION NUMBER FORTY-SIX. 


Chemical Method for Removing Carbon. 

There are several preparations on the market 
for this purpose. It comes in powder form which 

the makers claim, if mix¬ 
ed with the gasoline will 
prevent carbon formation. 

Another, is known as a 
liquid decarbonizer. This 
chemical, the manufac¬ 
turers claim will dissolve 
the carbon accumula¬ 
tion in the combustion 
chamber and on piston 
and will also loosen the 
rings if gummed and 
stuck to one side of 
piston. 

the first dose and where 


carbon is well accumulated; start the engine and 
run until warm, shut engine down and pour the 
decarbonizer into each cylinder, say about % 
pint in each, where it can act on piston and rings. 
Also pour it over and around the valves. Leave 
the engine set over night, or at least three hours. 
After this time, start engine up and the carbon 
is supposed to pass off through exhaust in a 
similar manner as explained under “carbon de¬ 
posit preventative,’’ page 625. 

After once cleaning in above manner, about 
once every two weeks, feed the decarbonizer to the 
engine by placing about Vz pint in an ordinary 
oil can and let it pass in the air intake of car¬ 
buretor (see illustration), while engine is running, 
it will suck into engine and will be sufficient, to 
keep rings and valves clear and to keep carbon 
from forming. 



Why an Engine Loses Power. 


Four main causes. When an engine fails 
to develop its usual power the cause is fre¬ 
quently one of the following. (1) loss of 
compression; (2) deranged valve action; (3) 
faulty ignition; (4) improper carburetion 
mixture. * 

(1) *Loss of compression means more than 
simply failure to compress the charge a 
specific amount; it is a common name for a 
condition which not only means low initial 
compression and consequent weak explosion, 
but also that a smaller charge is taken into 
the cylinder, that a portion of the dimin¬ 
ished charge escapes during the compression 
stroke without doing even a small amount 
of work, and that a part of the explosive 
force (the only source of power that an en¬ 
gine has), escapes through unauthorized 
channels—altogether a threefold loss. 

Faulty compression comes from a variety 
of causes; cylinders may be worn, scored or 
cracked, pistons sometimes crack, rings be¬ 
come gummed, worn or broken, valves need 
grinding when pitted or warped, their stems 
are sometimes bent so that the valves can¬ 
not seat perfectly, or the stems and guides 
considerably worn. Valve stems become 
gummed and the springs sometimes weaken, 
so that a portion of the charge escapes be¬ 
fore the valve shuts it in. 

Leaks occur around spark plugs and valve 
caps, but are readily found by applying 
a little oil, while engine is running and 
noting if it bubbles. 

(2) Valve action is disturbed by wear, 
usually the valve tappets were not giv¬ 
ing sufficient opening, or set to give too 
much opening, or valves not properly timed. 
Valves not seating of course comes under 
loss of compression. 

(3) Faulty ignition is occasioned by in¬ 
sufficient or unsuitable sparks, or a spark at 
the wrong time (see pages 307 and 308), 
which may result from imperfect setting of 
spark, weak battery, either primary or stor¬ 
age, or from demagnetization or some other 
trouble peculiar to the magneto. The 
timer should come under suspicion and be 
carefully examined for defects which lead 


to irregular action. Lack of synchronism 
means loss of power, and it is plain that 
missed explosions are fatal to efficiency. 
It is not always easy to detect missing or 
weak explosions and no doubt they pass un¬ 
noticed many times. If vibrator coils are 
used they probably need adjusting, or their 
contacts need dressing, see page 234. 

(4) See page 168 for carburetion 
mixture. 

Other Causes of Loss of Power. 

Air leaks around inlet valve stems, mak¬ 
ing it impossible for even the best car¬ 
buretor and the most careful regulation to 
supply a right mixture, as the leakage fluct¬ 
uates and is greatest at the very time when 
the volume of gas used is the smallest, be¬ 
cause there is stronger suction when the 
throttle is nearly closed, thereby complete¬ 
ly upsetting right proportions at all throttle 
openings except the one adjusted, also air 
leaks around carburetor or intake connec¬ 
tions. (see page 162). 

Weak valve springs will also cause loss 
of power as explained on pag’e 635. 

The muffler may have become clogged by 
soot and charred oil, thus preventing a free 
exhaust and consequently a full charge, be¬ 
sides causing back pressure and undue heat¬ 
ing., Gasoline passages may have become 
clogged. 

The oiling system may fail to supply the 
needed amount of oil, or the oil used may 
not be of the former good quality. 

Carbon may have accumulated in the 
cylinders; air valve in carburetor may be 
working badly because of dirt or wear. 

Dragging brakes will consume a lot of 
power. 

Sometimes the addition of a top, etc., is 
not duly allowed for, though every driver 
must have observed what a difference the 
weight of one passenger makes. 

In conclusion it is suggested that if a car 
does not run with its former power the 
cause is probably not due to any one thing, 
but to a number, each contributing in pro¬ 
portion to its importance. 


*The explosion pressure runs from three to four times that of compression. If the compression drops 
one-half, then the explosion pressure drops, but the loss is in more than direct proportion. It would 
*eem that if the explosion pressure was one-half, the power developed would be one-half. But one 
must realize that it takes a certain amount of power merely to keep the engine moving. That is, to over¬ 
come the inertia and friction of the moving parts. This amount is constant. All power developed 
beyond this amount is available to run the car. If the compression and power drop to one-half, juai 
as much power is required to run the engine, so that the available power drops in much greater degree. 

















♦Compression. 


627 


The advantages of high compression are: 
greater engine efficiency at high speeds and 
greater economy in fuel. The disadvan¬ 
tages, are lack of flexibility at low speeds, 
greater strain on bearings and greater ten¬ 
dency to burn valves and plugs and also a 
tendency to over-heat. 

A greater compression can be carried in an 
overhead valve engine regardless of stroke 
or bore, therefore larger valve openings are 
permissable. 

Naturally this increases the heat, but as 
the valves are in the head, the discharge 
is rapid. The explosion pressure is gener¬ 
ated directly above the piston center which 
receives no side thrusts. 

The* ** spark plugs in an “L” head type are 
usually over the inlet valves where the in- 
rushing gas keeps them cool and where the 
fire is most certain—being in the most per¬ 
fectly scavenged part of cylinder, i. e., the 
direct path of the fresh charge. 

In the overhead type, on the contrary, 
they are exposed to the full heat of the ex¬ 
plosion. In a high compression engine there¬ 
fore only well-made plugs should be used. 
One method of protection is to surround the 
plug with a water jacket as much as possible. 

Abnormal compression is prone to cause 
overheating. Results however can be ob¬ 
tained with high compression ratio, which 
cannot be approached with average com¬ 
pression. 

If a high compression is desired in an L 
or T head engine, in order to take advantage 
of the high compression the cylinders must 
be designed with a sufficient long stroke, 
to enable the desired ratio to be obtained 


without raising the 



piston appreciably 
above the floor of the 
valve pockets, as at 
(L) in the illustra¬ 
tion. 

•{-Compression 
Average of 
Engines. 

The usual compres¬ 
sion ratio for touring 
car engines, is about 
55 to 60 lbs. on 4 and 


Fig. 1—This illustra¬ 
tion shows type of pis¬ 
ton referred to. It will 
be obvious that the ex¬ 
plosion will develop in 
valve pocket (L) and 
part of its value lost 
when piston projects 
above top of cylinder to 
any great extent. 


6 cyl. engines and 60 
to 70 lbs. on 8 and 
12 cyl. engines, per 
sq. inch, without the 
additional effects. 
This when running 
at average road 
speeds, probably in¬ 


creases. See also, 
page 535 and foot note page 640. Tendency 
is to decrease compression as the dia. of 


bore increases. 


A six, eight or twelve cylinder engine, 
having a much more continuous torque than 
a single cylinder engine, will obviously 
stand a higher ratio of compression. 

The maximum compression is determined 
when throttle is wide open and all pet 
cocks closed. For instance the compression 
in cylinder of a Packard should show 75 to 
85 lbs. pressure at cranking speed with pet 
cocks closed and wide open throttle. 

Compression at time of explosion at in¬ 
stant when piston is at top of stroke is very 
hard to determine. Factors which would 
have to be taken into consideration are: 
character of fuel, degree of mixture, speed 
of engine. In the average engine, pressure 
at explosion would probably be about 250 
pounds. See page 536 for M. E. P. and 
page 535 for meaning of compression pres¬ 
sure. ' 


Compression Effect and Cause. 


The subject of compression is one of the 
most important subjects connected with a 
gasoline engine—if an engine lacks power, 
nine times out of ten it will be traced to 
poor compression. 

The compression space in an engine is the 
space between the end of the piston and the 
top of the inside of the cylinder at at (L), 
fig. 1. In drawing in a charge of gas into 
the cylinder, the piston travels downward, 
but after drawing in the gas through the 
intake valve, the valve closes and the 
piston on its up stroke pushes the gas up 
into the head of the cylinder and compresses 
it. (see page 307.) If the valve leaks, or 
there is a leak otherwise, then the gas will 
not be compressed to as high a pressure as 
if there was no leak. 

These joints must be tight at all times. For 
instance, if the cylinder head gaskets or the 
small gasket in the spark plug, or the spark 
plug itself is not tight, gas will leak out 
and cause loss of compression and lack of 
power. 


There may be a leak in the gasket con¬ 
necting the intake pipe. This is a very 
common cause for missing at low speeds, 
and is best detected by allowing the engine 
to run at the missing speed (see page 162 
and chart 292). Take a squirt can full of 
gasoline and squirt around all the intake 
pipe joints. If you detect any difference 
■whatsoever in the running of the engine, 
there is a leak. The remedy is obvious. 

**When cylinders are not cast en-bloc (see 
page 81) care must be taken that gaskets 
are of exactly the same thickness, other¬ 
wise the cylinder with the thickest gasket, 
will be raised higher than the others and 
consequently have larger combustion space 
and as a result have lower compression. 
This in turn disturbs the running balance. 

In two-cycle engines conditions would be 
even worse, for here we not only increase 
combustion space, and enlarge the lower 
space (which in 2 cycle engines is an in- 
portant feature,) but we also change the 
port timing, as a little thought on this sub¬ 
ject will prove. 


*See page 307 and foot note bottom of page 626 and page 535 for “Compression.” 

**See page 640. tOn engines using kerosene about 55 lbs. is the average. Note - foot note, page 626 
and page 535, about difference between “compression” and “explosion pressure.” Also see foot 
note page 909 and pages 793, 817. 



























628 


DYKE’S INSTRUCTION NUMBER FORTY-SIX. 


Asbestos gaskets when replaced are first 
coated with shellac or soaked in linseed oil. 
Copper gaskets are soft and give, therefore 
do not require this treatment. 

When the gas is compressed to the highest 
point, then the spark ignites the com¬ 
pressed gas and forces the piston down 
with great force. If the compression pres¬ 
sure is low the force will be less. If the 
compression power is high the force will be 
greater. 

*Leaks will affect the operation of the en¬ 
gine, in weakening the compression, diluting 
the fresh charge by the air that enters, the 
escape of the pressure during the power 
stroke, and the igniting of the mixture in 
the inlet pipe. Therefore the power of an 
engine depends on good compression, and 
good compression must be maintained. 



Fig. 2—If compression is poor, the probable 
cause; valves are leaking at the seat, (see also 
page 92.) 


There are many places to look for com¬ 
pression leaks; through the valves not being 
set right or through the valves leaking at 
the seat, through the valve caps not 
being screwed down tight, through the spark 
plugs, relief cocks and piston rings. I have 
also known leaks to occur through a small 
sand hole in the end of the piston. See 
foot note, page 656, to test. 



plug, gasket or piston rings, (see also page 102.) 

The most frequent cause of leakage is 
from pitted valves (see page 630), which by 
not closing tightly, permit the pressure to 
escape. If the valves are in good condition, 
and the spark plugs and other openings in 
the cylinder head are tight, leaky piston 
rings may be causing the loss and should 
be examined. 

The spark plug and the relief cock may 
be made tight by the use of copper-asbestos 
washers, or by a copper washer, that metal 
being soft enough to be forced into the rough 
places, (see chart 292.) 

Leaky valves may be ground in as de¬ 
scribed under “valve grinding .” (see page 
630.) 


Other Causes of Loss of Compression. 


It is probable that the cylinder wall, 
cylinder head, or piston head is cracked. A 
crack in the cylinder wall will admit water 
to the cylinder from the water jacket. If 
a bole is suspected, a test can be made on 
the cylinder to see if there is a leak by 
putting a foot pump connection to the water 
jacket of the cylinder, fill water jacket with 
water and apply the air pressure and see if 
bubbles of water ooze through, inside of 
cylinder. If this is the case then these 
holes must be made tight. 

If water is found in the crank case, it is 
evident that there is a leak through cylinder 
from water jacket. It is possible, sometimes, 
to stop these leaks with salammoniac. See 
“index” for this subject. 

To detect a crack in the piston head, it 
must first be scraped clean of the carbon 
deposit and examined carefully. 

Sometimes there will be a discharge back 
into the carburetor; this indicates a leaky 
Intake valve, providing it is not first found 
to be in the fault of carburetor adjustment. 

Sometimes a discharge in the muffler in¬ 
dicates a leaky exhaust valve, but not al¬ 
ways. It will require an experienced ear to 
detect the difference from that of an unfired 
charge being exploded in the muffler, due to 
carburetor adjustment and that of a leaky 
exhaust, valve. 


When the piston rings have been cut and 
scratched by long use, or running without 
oil, the leak will be into the crank case, and 
when this part heats so that it is uncomfort¬ 
able to touch, it is an indication that it 
exists. The only remedy is the reboring 
of the cylinders, and the fitting of new piston 
rings, or if not too badly scratched new 
piston rings may suffice. Piston rings must 
be handled carefully, for they are very 
brittle. To place new ones in position, see 
chart 261 and page 657. 

When piston rings are not pinned in posi¬ 
tion, they may work around in their grooves 
so that their split ends are in line, and this 
will often give the compression an opportu¬ 
nity to escape. Therefore, see that the split 
ends are not in line, (see chart 261.) 

Piston Rings Cause of Leaks. 

If the piston rings are in good condition, 
they will be smooth and shiny, as will also be 
the cylinders walls. If the rings are dull 
and dirty in spots and streaks, it will in¬ 
dicate that the flame passes between them 
and the walls, leaving a sooty deposit. 

Badly fitting piston rings may be caused 
by the rings sticking in their grooves, be¬ 
cause of gummy deposit from the lubricat- 


*At higher speeds of engine a slight compression leak is not so noticeable as at low engine speed. 

If it is desirable to have engine throttle down to very slow speed then be sure that there are no 
compression leaks in any part of engine including rings, as one leaky cylinder will effect the others. 
See also, page 655. 




































REPAIRING AND ADJUSTING. 629 


ing oil; rings that are stuck in their grooves 
will not press against the cylinder walls and 
will cause loss of compression. Kerosene oil 
will cut this gum, and free the rings. If this 
is suspected, a little kerosene poured into the 


cylinder and distributed by cranking the en¬ 
gine will cure it. 

Leaky gaskets cause loss of compression: 
On page 717 and page 162, the different 
places for gaskets are shown. 


**Testing 

The compression is much easier to test 
than the carburetor or ignition apparatus. 

*To test the compression of the engine one 
has but to crank it slowly (with switch off) 
and note the comparative resistance of each 
cylinder and the resistance of all in general. 
If the resistance of the compression of one 
or more cylinders is comparatively poor, 
under ordinary conditions the valves of 
those cylinders need grinding. If the resis¬ 
tance of all of the cylinders is not up to the 
regular standard, then, perhaps, all require 
regrinding. 

A method of testing with a special gauge 
is shown in fig. 4. 


Fig. 4—Testing with 
a compressometer: This 
is a special gauge de¬ 
signed for testing the 
comparative pressure of 
each cylinder. 

It is attached to the 
engine cylinder by re¬ 
moving a spark plug and fitting compresso-meter 
instead. The engine should be turned over two 
or three times either with the self-starter or crank. 

Compression of the cylinder to which the 
compressometer is attached is indicated on the 
instrument as the maximum hand (short one) re¬ 
mains at the highest point so indicated. Note 
the two hands; the short one remains fixed at the 
highest point reached during the test. 

As you test each cylinder separately, enter the 
reading on a slip of paper, then compare the re¬ 
sults. Those cylinders showing low compression 
are leaking and the cause should be found and 
remedied. 

A cylinder with good compression cranks 
with a springy resistance. If it cranks very 
freely, it may be considered an evidence of 
poor compression and the cylinders should 
be tested for compression one at a time, as 
follows: 

The compression relief cocks (if a six cyl¬ 
inder) on five of the cylinders, say Nos. 2, 
3, 4, 5, and 6, should be opened and the com¬ 
pression of No. 1 noted when turning the 
engine ever. Then close relief cock No. 2, 
open cock No. 1 and crank again to test 
No. 2 and so on until the six cylinders are 
tested. 

A leak through one or more valves gen¬ 
erally is accompanied by misfiring and loss 
of power. A slight leak through all of the 
valves is accompanied by loss of power, but 
often without misfiring. 




Compression. 

Grinding the valves will probably remedy 
thi3, if the leak is not due to leaky piston 
rings. Sometimes leaky piston ring trouble 
can be remedied by first giving the engine 
the kerosene treatment and tightening up 
the spark plugs and valve caps. 

To test fcr a leak at the valve cap, spark 
plug, and relief cock: Pour oil over the cap 
on top of the cylinder block and if bubbles 
occur when the piston is moving upward, it 
is an indication that there is a leak. It 
can be corrected by simply tightening the 
cap or it may be necessary to renew gasket. 
Pour water into valve cap to detect leak 
where spark plug or relief cock is screwed 
into it. Leaks very seldom occur here, but 
when they do, remedy by merely tighten¬ 
ing up. 


fA compression leak between the piston 
and cylinder walls is rather difficult to test 
—probably the best way, is to first correct 
valve compression leaks and valve cap leaks, 
then if the compression is still poor, then the 
leak must be between the piston and the 
cylinder wall. This can be corrected by 
taking out piston and putting in new rings. 

The owner of a car, however, will very seldom 
be troubled by a compression leak between the 
piston and the cylinder wall as the rings are held 
in close contact to the cylinder walls by spring 
tension. This means that when free they are a 
little larger than the bore of the cylinder and they 
are sprung into place in the grooves of the piston 
and inserted into the cylinder, wear is taken up 
and contact surface perfected by the action of the 
spring tension. 


PLACE HOSE OVER 
A/R I A/TAPE OP 
jCA PUP CTO ft TO 
sTES T PCI fl INTAKE 


REMOVE SPAKE PLOOS BUT 
ONE. AFTER TESTING THIS 
CYLINDER THE A! RUT PLUG 
!H hCKT A HO SeESf. 



fra-Td 


EL ACE A RUBBER HOSE 
OYER THE BREATHER PIPE 
TO TEST POP LEAP in RTSTl 
RINGS TO CRANA CASE 



Fig. 6—To test for intake valve and 
piston ring leaks—a suggestion. 


To test for inlet valve leak: Place a hose 
over the carburetor air intake as per fig. 6. 
With throttle wide open, have some one 
crank engine with switch off. Place hose to 
ear; if a hissing sound is heard when piston 
is on compression stroke, the inlet valve is 
leaking and needs grinding. 

Crank as before; if a hissing is heard, the 
pressure is escaping past the piston ring, 
down wall of cylinder into crank case. In 
this case new rings are required or maybe 
kerosene treatment will suffice. 


♦See page 627; “maximum compression determined with throttle wide open.” 

**If after these tests compression is not restored, the trouble is a serious one. requiring removal of 
cylinders. The piston rings may be broken, scored, or badly worn, or the cylinders may be 
scored also. Such troubles require a well-equipped repair shop, as new rings must be fitted and 
the cylinders reground. Keep in touch, so to speak, with the compression in your engine if you 
wish to obtain best results. jPiston sometimes has a flaw in casting and a small hole will permit 
loss of compression—see page 656, foot note, how to test. A circular describing a new principle 
of testing engine knocks by means of an air compressor can be secured of A. L. Dyke, Granite Bldg., 
St. Louis, Mo. 




































630 


DYKE’S INSTRUCTION NUMBER FORTY-SIX. 


When spark plugs are constantly oily and 
fouling, this is an indication of oil passing 
from crank case past a loose ring. 

It is also indicated by excessive lubri¬ 
cating oil smoke (blue) passing out exhaust, 
the oil works up past rings. 

Spark Plugs Indicate Valve 
Condition. 

The condition of spark plugs will sometimes in¬ 
dicate condition of valves. If the end of the 
spark plug is oily it indicates too much lubricat¬ 
ing oil or leaky piston rings. If black soft soot, 
like that which accumulates in a lamp chimney, 
this indicates that too much gasoline is being fed 
to the cylinder through intake, causing too rich 
a mixture. This may come from improper car¬ 
buretor adjustment or an air leak in intake mani¬ 
fold. If the end of the plugs are oily and sooty, 
this would indicate that the valves leak, as this 
permits burnt gases being drawn into the mixture, 
which would result in poor combustion and lack 


of pressure in cylinder, also permitting oil to pass 
and foul the plug. 

Prussian Blue for a Valve Test. 

To test valve head seat: Buy a ten cent 
tube of Prussian blue at any paint store. 
Loosen the valve spring, and blue the face 
of the valve and then turn it one quarter 
around in the valve seat. If the seat shows 
a clear clean line of blue, you have a per¬ 
fect fitting valve. If there are points where 
the blue does not touch, you have worn or 
warped valve or a faulty seat. 

To test valve seat: Reverse the operation 
and place the Prussian blue on the valve 
seat, repeating the one quarter turn. If 
there are points where the blue does not 
touch, the valve and seat both require 
attention. 


Valve Troubles. 


To determine if valves need grinding or 
reseating: Valve grinding will ordinarily 
remove small pits, but if badly pitted or if 
valve head is warped (caused by excessive 
heating), out of line with its seat, or if 
shoulders appear on the valve face or valve 
seat, they should first be re-seated with a 
special re-seating tool and then ground to 
a smooth surface. 



Fig. 6—Note 
the black 
spots on valve 
face and Valve 
seat. This per¬ 
mits the es¬ 
cape of gas. 

If ground or 
reseated the 
spots will be removed and valve 
will seat tight, if pitting is not 
too deep and valve spring not 
too weak. 



Fig. 6A—Exhaust valve stems often become 
carbon coated and when engine is driven at high 
speeds the temperature increases, causing expan¬ 
sion, and the result is the valve will be given a 


taper effect which will not permit valve to seat 
properly. Often times this is the cause of a leaky 
valve and stem should be cleaned thoroughly and 
sufficient clearance allowed between valve stem 
and valve guide. 

Refitting New Valves. 

When valve stems become badly worn, it is 
almost a certainty that the guide or hole through 
which the stem passes is also worn out of round. 


The cheapest and best 



Fig. 20 — Guide 
reamer for reaming 
oversize valve guide. 

Fig. 21 — Valve 
with oversize stem. 


way to remedy this, is to 
ream out the guide hole 
and install another valve 
with an “oversize” stem, 
as shown in fig. 21. 

The reamer set (fig. 

20), includes a case 
hardened guide, which 
fits in the valve cap 
recess and insures that 
the finished hole will be 
true and in perfect 
alignment. 

* The over-size valve 
stems vary in size by 
64 th s of an inch and 
usually 1-64 larger is oil 
that will be found nec¬ 
essary, unless too badly 
worn, see page 609, 791. 


Grinding 

Valve grinding is necessary when either 
the inlet or exhaust valves leak. The ex¬ 
haust valve has a 
tendency to leak 
more than an inlet 
valve because it 
is more exposed to 
the heat. 

To test if valves 
• need grinding, see 
above “Prus¬ 
sian blue test. ’ ’ 
Also try the com¬ 
pression. Weak 
compression usual¬ 
ly results from leaky valves also leaky 
rings, therefore be sure it is the valve and 
not the rings. 



Fig. 2 — A home made 
valve spring lifter. 


Valves. 

*To grind valves is not a difficult process. 
It is merely a slow and pains taking job, 

and is better 
done the more pa¬ 
tient and untiring 
the operator ii. 
Don't let any one 
tell you that it re¬ 
quires an expert or 
a mechanic, a s 
such is not the 
case. 

First remove the 
intake pipe (if il 
is in the way). Re¬ 
move the valve 
cap. Use some 



A spring lifter will 
make this easy. 


the repairman finds difficulty in grinding some of the valves, owing to the fact that the abrasive 
will cut the surface very slowly, it is because that particular engine has a very hard alloy steel 
Tungsten valve. When fitting new valves call for Tungsten metal valves. H^eve?, good valve, 
are also made with cast iron heads welded to steel stems. 

Clover Grinding Compound for grinding valves, grinding pistons into cylinders, lapping out cylinders 
grinding crankshafts into bearings, polishing crankshafts, etc., is manufactured by Clover Mfe 
C., Isorwalk, Conn. This concern issues a very instructive free Bulletin on valve grinding. e 
















































































REPAIRING AND ADJUSTING. 631 


form of spring holder so that the tension of 
the spring is relieved while the key is taken 



Yalve cover removed exposing 
the valve springs. 



There are various ways to grind 
valves; with a breast drill or brace 
and screw driver bit or by hand, 
with a regular screw driver, or by 
machinery, see also pages 632, 633, 
616, 615 and 592. There are nu¬ 
merous valve grinding tools on the 
market. 

A spring should be placed un¬ 
der valve as shown. This will al¬ 
low the valve to raise from its 
seat occasionally. Place a cloth in 
the opening to cylinder to prevent 
the grinding powder and dirt get¬ 
ting in. And be sure and take it 
out when through. 


out from under the spring. These springs 
are very stiff and will require a special 
spring lifter of some form which can be 
secured at any supply house or you can 
make a serviceable tool, of a % inch iron 
bar, about 18 inches long and split at one 
end, as per fig. 2, (page 630.) After the 
key Is removed, then the valve is lifted out 
of its seat, (see also, page 92). 

Second, place some valve grinding com¬ 
pound on the face of the valve. The usual 
proceedure is to first apply a coat of oil 
on the seat, then distribute it with 
the tip of the finger; then dip the finger 


Fig. 4 — Smear the 
valve grinding com- 
Fig. 3—Lift valve pound around edge 
out of cylinder. of valve. 

into the emery (flour of emery) and apply 
this to the seat. Put on an even coat and 
don’t plaster it all around the surrounding 
metal parts. Take your time. 

**There are special prepared grinding compounds 

which can be secured at supply houses. It comes 
in three grades No. 1, No. 2, and No. 3. The 
first is coarse and cuts heavily; the second does 
not cut so much, and the third polishes. 

Third, place valve back into seat; then 
use a screwdriver or a brace with a screw¬ 
driver bit, placing the point in the recess, 
with which most valves are provided. 




Fourth, turn the valve half a revolution 
back and forth in its seat, and occasionally 
lift from its seat and shift around. Don’t 
turn round and round. 

When the pits on the valve are almost 
removed, continue the operation with flour 
of emery of a finer grade instead of the 
coarse grade; remove the valve oftener, ap¬ 
plying more oil and less emery each time, 
until a good seat is obtained all around; 
then finish up by polishing the seats with 
oil. Kerosene is most effectively used in 
finishing, and the smoother the finish ob¬ 
tained the less chance for a leak. Be sure 
valve stems are free in the guides. 

Remove valve and clean both head and 
seat with kerosene and don’t overlook clean¬ 
ing the valve stem. 

If a polished seat is desired, finish as follows: 
When the valve is ground to a dull, smooth sur¬ 
face, remove and clean valve face thoroughly. 
Do not clean valve seat, but leave upon it the 
compound which remains from the last grind¬ 
ing. Replace valve and give twenty or thirty 
turns. Remove again, clean valve, but not seat 
as before. Replace valve and repeat until the 
desired polish is obtained. The polished seat 
may look somewhat better, but the dull smooth 
seat gives much better results, as has been proven 
by test. 

When grinding valves, a pressure of about 
SV 2 lbs. is sufficient. More pressure than 
this will cause grinding compound to cut 
rings in the valve or seat. 

A valve that is properly seated will 
bounce back when dropped into its seat. If 
it stops with a dull thud, either the grind¬ 
ing is not perfect or the valve stem is bent. 

After grinding valves adjust the valve 
clearance as per pages 94 and 634. It is 
advisable however, to allow the valve tap¬ 
pets to run loose for a period of several days 
before adjusting them to the minimum 
amount of clearance or space. 


♦Grinding Cage Type Valves. 


The above instructions are for grinding 
the poppet type of valve in an “L” or “T” 
type of cylinder. If the valve is of the, 
“cage” type, used in some of the I 
head cylinders, then the cage must be re¬ 
moved as shown in illustration, fig. 2, 
chart 260. The cage is placed in a counter¬ 
sunk hole in the bench, with a spring under 
the valve to raise it. In fact it is a good 
idea to place springs under all types of 
valves when grinding as shown at top of 
this page—right hand illustration. 

If the spring is tied as shown in fig. 3, 
chart 250, it will be easier to replace. 

To tell when valve is ground or has a per¬ 
fect seat, see page 630; “Prussian blue 
test.” Another method is to mark the valve 


face with a pencil, as shown in fig. 3, 
chart 250. 

Reseating Valves 

I 3 explained in chart 250. Ordinarily 
valve grinding will answer, but if valves 
are badly pitted, warped or a shoulder ap¬ 
pears, then it needs refacing and reseating. 

Q.—I have a Mitchell 6-50-1914 model. Yalve 
seats have been ground till the valves drop a *4 
inch into seat and the valve is not level with the 
combustion chamber till the piston has de¬ 
scended Vz of suction stroke. Valves are 2*4 ins. 
Cylinder bore 4%, stroke 6 ins. Would it do to 
reseat with a 2% inch reseater and use 2% inch 
valves ? 

A.—Your suggestion to use iVz inch valves is a 
good one. Leave the seat narrow so it will last 
longer. 1-16 to % inch is wide enough for the 
seat in the cylinder. You can get the valve 
blanks at the St. Louis Machinist Supply Com¬ 
pany, St. Louis, Mo., or most any auto supply 
house. 


*To grind overhead type valves with valve seat in cylinder head, see page 636. To grind overhead typo 

valves where they are operated by overhead cam-shaft, see page 913. **See foot note, page 630. 





















832 


DYKE’S INSTRUCTION NUMBER FORTY-SIX. 






I 

Fig. 2.—Cage type of 
valve. To grind this 
type, remove cage and 
valve and grind in same 
manner as the poppet 
valve, see fig. 3, page 
90, fig. 4, page 94. 

Overhead operated 
valves on an engine 
not equipped with remo¬ 
vable heads are of the 
cage type (see pages 90 
and 91). They are also 
of the “valve in head” 
type, see pages 90 and 
109. 


Fig. 3.—To test the finish of a valve 
face after grinding: mark it with a lead 
pencil as shown about % in. apart or less; 
after putting valve in place and oscillated 
about *4 turn, if all marks are erased the 
job is satisfactory. (The marks on valve 
“W“ are the pencil marks to be erased.) 

The Prussian blue test, is also a good 
method for testing, see page 630. 

,_ ._, „ . Fig. 5.—Illustrating the method for 

Tie the valve spring before trpng to a valve with a Healy refac- 

replace it. A simple method is to com- . tQ0 | 
press a valve spring between the jaws of a ® 
vise. Whilst compressed it is tied up with 
a loop of wire or string in two or three 
places. When the spring is thus tied up 
under tension its replacement is easy. 

This is not necessary if a valve spring 
lifter is at hand, see page 630. 

Cutter 


Re facing Valve. 

The subject of valve grinding is treated on page 630. Where 
valves are badly pitted or warped, or where shoulders appear, this 
will then require more than mere grinding. A special tool is there¬ 
fore required to reface the valve and for reseating the valve seat. 

The dresser head for refacing the valve and a reseater for ream¬ 
ing out the valve seats—both being adjustable for different size 
valves, is shown in figs. 5 and 6. 


Port Centering Device 
Reseating Cutter, 


Refacing a valve is shown ki fig. 5. This method was the ap¬ 
proved method when valve stems were made of steel and had a cast 
iron valve head electrically welded to stem, but now, many manu¬ 
facturers are using hard tungsten steel valves, therefore the usual 
way a tungsten valve is refaced is by putting it in a lathe and emery- 
ing it down. 


• r ‘ 

mvi 
cajt 


Dresser Head 
Facing Cut 


The McCullough valve refacer however, will save the necessity 
of doing the work in the lathe and will accurately reface any valve, 
tungsten or other kinds of metal valves in one or two minutes time, 
see fig. 7. 


Fig. 6—Illustrating the method 
of truing up a valve seat and 
reaming a worn valve stem guide. 


Reseating Valve Seats. 






Truing up a valve seat in the cylinder is usually done with standard sizes 
of valve reseating cutter, one type is shown in fig. 6. 

When reseating valve seats the novice must be careful to not cut too 
deep into the seat and thereby lower the valve stem. In fact, it is advisable to 
adjust the valve clearance after either grinding or reseating valves. After re¬ 
seating, always grind the valve in order to make a good tight seating, (see fig. 
8, of an improved method of reseating valves.) 

A perfect seat is assured when a white line extends clear around both the 
valve and the seat, when giving the prussian blue test. The width of the line 
is immaterial, but the narrower the line, the better the compression will be 
because there is less area for the pressure of the valve spring to act on. How¬ 
ever, it is not well to have the ring less than % inch wide. 

A valve seat should have a bevel of not less than 45 degrees. Less than 
this the valve will stick. A good angle is 60 degrees. 

It will be noticed that some valve stems seem to wear very much on one 
side. This may be caused by one or more of three things, viz: the hole is not 

concentric with the 
valve seat — which can 
be remedied by re¬ 
seating in a radial 
drill press; the top of 
the valve lifter is not at 
right angles with the 
valve stem, wedging it 
off to one side, or the 
same may be true of the 
valve cap on the stem of 
the valve. These two 
latter troubles can be 
remedied by the judici¬ 
ous use of the file. 

Reaming Guides, 

W’orn valve stem guides 
allow air to be drawn 
through, which causes 
an imperfect mixture. In 
this instance the valve 
stem guide ought to be 
reamed out and an over 
size valve put into its 
place, (see fig. 21, pages 
630 and 609.) 


Fig. 7.—The McCullough valve refacer. Will 
reface hard tungsten valves and other kinds. 
Gutting surface is carborundum cloth, glued to 
steel discs, an emery wheel is furnished with the 
outfit, also a valve reseating tool as shown in 
fig. 8, (write B. L. Fry Mfg. Co., St. Louis Mo. 
for descriptive folder). 


Fig. 8.—McCullough valve re¬ 
seating tool consists of a car¬ 
borundum cloth cone held to 
the face of the valve as shown. 
The valve is used just the same 
as a reamer. The cloth cutting 
the seat in the cylinder exact¬ 
ly the game bevel as that of 
the valve face. No reamers are 
required. There is nothing to 
replace but the carborundum 
cloth. Emery cloth or sand pa¬ 
per will do quite as well but 
will not last as long. 

100 or more valves can be 
refaced with one cloth disc, fig. 
7. and 10 or 12 valves can be 
refaced with one cloth cone. 
Mfg’d by B. L. Fry Mfg. Go., 
St. Louis, Mo. 


CHART NO. 250—Refacing Valve Heads, Reseating Valve Seats and Reaming Valve Stem Guides. 










































REPAIRING AND ADJUSTING. 


633 







VALVE LIFTER 

Valves designed to be ground by means 
of a spanner wrench may be lifted from 
their seats by means of a valve lifter 
made from a spring steel rod, A piece 
of 3/16-in. round rod, about 14 in. long, 
is heated and bent in the form illus¬ 
trated. after which the coil is spring tem¬ 
pered. The points are filed down until 
they are a snug fit in the holes in the 
valve top. Valves may be ground and 
readily lifted out for inspection by means 
of this device.— 


EMERGENCY VALVE TOOL 
An emergency tool for grinding Ford 
valves may be made from an 8 in. length 
of broom handle and two nails. The two 
nails are driven into the sawed off end 
of the handle, until only about one inch 
of the nail is left. The heads of the 
nails are then filed off and bent until 
they will fit into the drilled holes in the 
valve top.— 


VALYI 


MAXWELL VALVE 
GRINDING 

The cylinder head of the 1914 and 
1915 Maxwell should not be removed 
unless absolutely necessary, but - when 
removed valve grinding is facilitated by 
bolting the head to the bench in the 
manner shown Not only are the valves 
more accessible, but the light at the 
bench is usually better than at the re¬ 
pair stand.— 

id 


Fig. 20—A valve and its parts. 
Ford valve has no tappet ad¬ 
justment. 


VALVE LIFTING 


Fig. 27—Another method of re¬ 
leasing spring tension to re¬ 
move pin or washer on end of 
valve with use of a flat wrench. 


VALVE SPRING 


VALVE SPRING SEAT 
VALVE STEM 


VALVE SEAT PIN 


VALVE-GRINDING TOOL 

A simple tool for facilitating valve 
grinding is illustrated. The body of the 
tool is made of 1%-in. flat stock, 3/16 in. 
thick and about 6 in. long. The upoer 
end is forged round and fitted with bit- 
stock hand rest, the lower end carrying 
the jaws for engaging the valve. A short 
length of round stock riveted on provides 
a convenient handle. A similar tool 
with a screwdriver point may be made 
for valves with a slotted head.— 


GRINDING BUICK VALVES 

A simple way of grinding a Buick 
valve ckge to a perfect seat is shown 
herewith. Through the center of the 
cage insert a round iron rod which has 
been threaded for a nut at the two places 
shown. Then tighten the nuts. With the 
rod as a handle, the cage can be ro¬ 
tated easily.— 


Fig. 60—Ford 
valve grinding 
tool. 


--VALVE SEAT 

^♦-CYLINDER CASTING 
-VALVE STEM 




Fig. 61—Method of com¬ 
pressing valve spring on 
a Ford. 


WI2E 


COLE 8-VALVE TOOL 


VALVE SEAT 
VALVE STEM- 
VALVE GUIDE 


VALVE SPRING 


VALVE SPRING 
SEAT 

SPRING SEAT 
KEY 

VALVE TAPPET 
SCREW 

TAPPET SCREW 
LOCKNUT 

VALVE TAPPET 
TAPPET GUIDE 


CHART NO. 250-A—Handy Devices for Valve-Grinding. 

(Motor World.) 



























































































































































634 


DYKE’S INSTRUCTION NUMBER FORTY-SIX. 




Noisy Valves—figs. 2 and 3. 

Difficulty is frequently experienced in 
locating noises in and about tho engine, pro¬ 
bably because there are so many of them 
that it is difficult to determine where to 
begin. 

Attention to the valve-stem clearance usu¬ 
ally becomes necessary when the valve be¬ 
comes lowered as the result of repeated 
grindings. 

The best way, perhaps, is to go about it in 
a systematic manner, starting with the most 
likely sources, as in the valve lifts. 




Fig. 1—Valve Adjusting. 


rig. 2—V —v»lv«. 
g—aptce between 
T»l»e and plunger, 
p—plunger 


Fi*. Tool la- 

sorted between vMvj 
and plunger to nod 
if the none ce&»e» 


Referring to the accompanying figure; place a thin piece of metal under a suspected valve stem, ai 
shown in fig. 3, and when the noisy one is found the insertion of the tool will cause the clicking to cease 
abruptly and will remain quiet until tool is removed. 

The repairman can generally find a tappet that is badly out of adjustment in a very short time by 
simply working the tappets of each cylinder up against the valve stems and down again, with his fingers, 
while the pistons of the respective cylinders are on their compression strokes. 

Proper adjustment of the valve tappets will help in reducing the noise which invariably occurs when 
there is any wear. 

♦The proper space between the ends of the push rods and valve stems is as explained on pages 635, 94, 

542 and pages 95 and 110. The smaller the space, the less noise; but sufficient space must be allowed 

due to expansion when the engine is warm and irregularities in shape of cam or roller. 

Sometimes one or two tappets may need adjustment, while others may be in good shape; in such case* 
there will be a clicking sound at regular intervals. 

Valve Adjusting—fig. 1. 

In the absence of a suitable gauge for regulating valve space, many repairmen use a piece of paper 
as shown at (C) fig. 1. It is folded once and slipped between the ends of the stem and tappet, the lock 
nut N is loosened, and the stud S in screwed up or outward until it just begins to pinch the paper and 
prevents it from sliding about as readily as at first. The paper is then removed and the lock nut is tightened. 

When both the inlet and exhaust valves have been adjusted in this 

manner, each one should be individually tested with a single thickness 
(a thickness gauge is best—see page 699, see also, page 542 for the adjust¬ 
ment or gap necessary for leading engines) to see if the valves remain tightly 

closed throughout their required period. This is best done by sliding the 
single thickness of paper back and forth as the engine is being turned slowly 
from the closing to the opening points of each valve. The marks on the 
fly wheel may be used to advantage in this operation if accessible, but they 
are not necessary. One can slide the paper under a stem and turn the 
engine over until the paper is seized, indicating valve opening, then a 
little farther until it is free again, which marks the closing of the valve; now, 
by turning still farther and continually sliding the paper about, if it i« 
not seized before the regular time for the valve to open (according to either 
the position of the piston or crank handle), the adjustment is about right, 
but if the paper is prematurely seized the space is insufficient. The valve 
in each cylinder should be adjusted in the same manner.* 



Valve Guides. 

Fig. 7—Replacing valve guides: The valve 
guides of T- or L-head motors may be driven 
from the cylinder casting from above. The fit¬ 
ting of new guides must be done with more care, 
however, as a slight distortion of the guide will 
cause the valve to stick. The puller illustrated 
is ideal for this work, as it applies a steady, 
even pull to the guide in a manner that cannot 
spring it out of shape. An old cylinder cap is 
drilled and tapped to carry the threaded rod, 
which may be made on the lathe in a few 
minutes. 

Many valve guides are not bushed but are 
simply drilled passages in metal of engine, as 
per fig 7, page 94. 

In this construction, the guide is reamed larger 
and an oversize valve put in as per pages 630 and 
609. Where separate bushings are used as in the 
illustration above, the old guide is driven out 
from the top and a new bushing drawn in from 
bottom as shown. 

On older model (Dodge cars) the valve guide 
was integral with cylinder and a 3% 4 " drill bores 
out worn guide. Then a .556" reamer is run 
through. Then a finishing cut taken with a 
reamer. Average clearance is .002 to .003. 



KBaa VALVE STEM 
ADJUSTER 
AND DISCS 

Q Q © Q 


-ADJUSTMENT 


REQUIRED 

HERE 



Fig. 9. 


Fig. 10. 


Fig. 9—Valve adjusters: where no provision ia 
made for adjusting the valve clearance, adjusters 
made of steel lined with fibre (to reduce noise) 
can be had of supply houses. 

Fig. 10—Valve caps—are placed over each valve 
and are finely threaded and provided with copper 
gasket (3). The threads should be coated with 
graphite when removed—else one will have diffi¬ 
culty in removing.. (1) shows a castellated type 
which sometimes is sunk into head of cylinder and 
requires a special tool to remove. 


CHART NO. 251—Adjusting Valve Clearance. Replacing Valve Guides. Removing Valve Capi— 

also see pages 95 and 110; charts 228 and 284. 

•On some engines the exhaust valve is given slightly more clearance than inlet valve, see page 542. 

Sticking valve is sometimes caused by worn valve guide, causing valve stem to stick at top and bottom of guide 
with result that air is drawn into cylinder causing missing. If an oversize valve stem cannot be secured then 
bush the guide and ream out the hole to a true fit for valve stem and then grind the valve 




































































REPAIRING AND ADJUSTING. 


635 


^Adjusting Tlie Clearance of Valves and Tappets. 


Adjustable valve clearance is where there 
is a valve tappet adjusting screw, per fig. 
5, page 94. On the Ford, there is no ad¬ 
justment, therefore new push rods (tappets) 
must be installed—see fig. 36, page 791, also 
page 785. 

Valve clearance. On pages 94 and 634 
the average valve clearance adjustment, 
when engine is cold is given. There is no 
set and fast rule however, unless the manu¬ 
facturer gives a fixed clearance as per page 
542. It is clear to see that a valve with 
a stem 12 inches long is going to expand 
more than a 6 inch valve stem. Further¬ 
more an engine cooler than another, the 
valve stem will not expand as much. There¬ 
fore a good plan in absence of a set clear¬ 
ance is to give' .001" to .002" clearance 
when engine is fully heated up. 

Truck and tractor engines are given slightly 
more clearance than engines on pleasure cars. 

The result of improper valve clearance 
will cause lack of power as explained on 
page 95 and per pages 96, 63. 

To find which valve is noisy (clicking 
noise) fully explained in chart 251 and 254. 
Another method is shown in fig. 2. 

To test: Let the engine run so that the noise 
is heard and then grip each valve spring firmly 
and pull it up with the hand against spring ten¬ 
sion, as shown, (fig. 2), so that 
the valve is not active. This is 
equivalent to running the engine 
with seven valves (if a four cyl¬ 
inder engine). Each valve 
should be lifted in this way and 
when the noise ceases, the noisy 
valve is the one which is being 
held, (also see page 638). 

When adjusting valve clearance, remem¬ 
ber that if no space at all is left between 
the valve and plunger, then the valve will 
not seat properly; therefore, it is important 
to get the distance exact. 

Valve Springs. 

If the springs of the exhaust valves be¬ 
come weak from use or heat, the pistons 
will draw burnt gases into the cylinders, 
past the valves with the incoming gasoline 
charge, giving an improper mixture. The 


valve springs should be tested when over¬ 
hauling to see if they are full strength, see 
fig. 2, page 742. The average strength of 
a valve spring is about 30 pounds, but 
varies. Exhaust valve spring is stronger 
than inlet spring and at high engine speed 
exhaust valves nearly always permit some 
leakage. See foot note, page 628. 

Valve springs that are too stiff are to be 
avoided because they may close the valves 
with so much force as to break the stems at 
the key, or the heads from the stems, and it 
is a certainty that the seats will be pounded 
out of shape, even if the valves do manage 
to stand the constant hammering action. An 
excessively stiff spring consumes power 
which might be used to a better advantage 
and there also is considerable noise. 

To increase the tension; stretch the spring 
a mere trifle by slightly opening up the 

coils with a screwdriver (fig. 3), or by se¬ 
curing one end coil of the 
spring in a vise and tying a 
cord or the like onto the other 
end so as to get a grip, and 
then stretching it a little in 
the ordinary way. 

Another way to increase the tension is to 
place a couple of washers under the lower 
end of the spring. 

To test for a weak exhaust spring, insert 
a screw driver between the coils, thereby 
increasing the tension. If missing stops 
then remove spring and stretch it about an 
inch or put in a new one. 

The reason of missing of explosion from 
a weak exhaust spring is, that when 
the throttle is closed, the piston cannot get 
much charge, and consequently it sucks the 
exhaust valve open and draws back some 
of the burned gases, which spoils the small 
charge in the cylinder, eausing miss fire. 

A weak inlet valve spring also makes 
itself evident by the mixture back-firing 
into the carburetor. Springs too weak to 
hold the valves on the cams will also pro¬ 
duce clattering noises owing to belated seat¬ 
ing of the valves.* 




**Knocks. 


( 2 ) 


Knocks are usually caused by the follow¬ 
ing parts being loose or worn:— 

(1) Lower connecting rod bearings; 

Upper connecting rod bearing or wrist 
pin; 

Main crank shaft bearings; 

A loose piston; 

Timing gears; 

Cam shaft; 

Fly wheel; 

» 

Carburetion not right; 

Kunning too far advanced on the 
spark; 

Worn valve stems; 

Pre-ignition; 


( 3 ) 

( 4 ) 

(«) 

( 6 ) 

( 7 ) 

( 3 ) 

(9) 


( 10 ) 

(ID 


( 12 ) Badly worn or broken rings; 

( 13 ) Piston striking some projecting point. 


Locating Knocks. 

Minor causes: Before making tests, first 


determine if the cause of the knock is not 
due to the minor causes, which are easy 
to locate:— 

(1) If cylinder is free from carbon and 
knock is not caused by pre-ignitioD 
(see pages 233 and 639). 

If knock is due to running with 
spark lever too far advanced, (see 
page 68). 

If carburetion is properly adjusted. 

If valve clearance is correct. 


( 2 ) 


( 3 ) 

( 4 ) 


*Squeaks from exhaust valves may gometimes be stopped by. dropping a small quantity of P° w ‘ 
dered graphite down the guides. If the valve tappets are noisy and no adjustment is provi e , a 
great improvement can be effected by having steel caps with insert fitted. f s to^ TT \ 0un 

clearance between the stem and tappet should be allowed, (see fig. 9, page 634 and 7y .) 

Valve guides which are worn will often cause missing or uneven running. If worn bad they mu«t 
be reamed out and a bushing fitted the correct size, see fig. 6, page 632. 

**See also, page 790. tSee also, pages 791, 785, 542. 







636 


DYKE’S INSTRUCTION NUMBER FORTY-SIX. 



•o S 

CUAtMiCC 

ofT'JW* 



Push Rod 


Flf.li-Poili ro4 and plan|< 
j*m Nut , r removed. • 



u/vr/t 

V 4 iVfc 7 *f*£T 
/$ATi-oweyr 

p c y ir» o* 

TT" 

ri*. 13—Fu.h rod •••emblr- 

Valve adjusting: To determine 
the proper valve clearance, crank 
engine by hand, turning until valve 
tappet has reached its lowest 
position. 

The space between top of push 
rod and rocker arm should be about 
0.005 inch, or thickness of ordin¬ 
ary sheet of tissue paper. If more, 
loosen jam nut and turn push rod 
until proper clearance is had, after 
which tighten jam nut. 

The necessity of valve adjusting 
will show itself by excessive click¬ 
ing of tappets and by poor running 
of engine. 

Fig. .14 shows one of the push 
rod plungers removed for inspec¬ 
tion or replacement. The pressed 
metal guide is fitted into a slot 
cut in the top of the push rod 
plunger, and can be removed and 
new rod installed if needed. 


cam gear 



ri(. 11-TlmUE ***!' r-uirkln*». 


Removing cylinder 
bead rocker-arm and 
shaft: Disconnect 

upper radiator hose 
connection. Remove 
each of the bolts 
holding cylinder head 
to cylinder casting 
SV,J '* and lift the head off. 
The valves, rocker 
arms and bearings, 
being attached to 
head, will remain 


V(> 1 I \\W> Jk 

l<lf. 10 —Hooker arms mad abaft removed. 


OETATCfi U 
CYli»i 0 £R 
HEAD 
'Mj/e? 



FIk. I (^Cylinder heml removed 


fig, IT— Removing rmle* 

■prlua*- 


with it. Now remove 
the rocker arms and shafts as shown, 
in fig. 16. Before removing, bear¬ 
ing caps should be marked with a 
center punch so that they will not 
become mixed when replacing. 

Before replacing valves it is a 
good plan to scrape off all carbon 
deposit from combustion chamber 
and piston. Also examine copper 
asbestos gasket before replacing 
cylinder head. If not perfect, a 
new gasket should be used. 

When replacing cylinder head 
bolts turn each one until head just 
touches cyl. hoad—then tighten 
each one evenly—a little at the 
time—none should be drawn tight 
until all are set snug, (see fig. 
10, chart 259-A.) 

Removing valve: Remove the small wire 
holding the valve spring cap pin in place. 
With a screw driver and your fingers press 
down upon the valve spring cap until spring 
has been compressed enough to admit pul¬ 
ling out the pin (fig. 17). Remove each valve 
separately,, using care not to mix them in any 
way, as they must go back into the same 
valve holes. * 

Grinding: Secure a light coil spring and 

place it around the valve stem before re¬ 
placing it for grinding. Smear the com¬ 
pound thinly on the beveled edge of the 
valve head and on the seat in the cylinder 
head. Place valve in the up turned cylinder 
. . head and grind as shown in fig. 18. 

Valve timing: After having assembled the engine, with the ex- 
ception of the cam shaft gear, insert the starting crank and turn 
until the piston in cylinder No. 1 is at its uppermost position. 

By removing the spark plug in that cylinder a screw driver or rod 
can be inserted (fig. 19) and the position of the piston at its farthest 
upward movement can be determined. This is called the top center 
position of pistons 1 and 4. 

Rotate the cam shaft so that the push rod operating No. 1 Intake 
valve lightly touches the rocker arm. The opposite end of the rocker 
arm should be against the valve stem. The cam shaft gear then can 
be installed and properly secured. 

The exhaust valve should be set up in the same way, that ia, it 
should close at the same time that the intake valve begins to open. 
As the cams are integral the opening and closing of the valves on 
cylinders 2, 3 and 4 will come at the proper time, so it is only nec¬ 
essary after having secured the settings for cylinder No. 1 to adjust 
the push rods for proper clearance. 




Flf. iM^cndng 4 *Top Center" post* 
tlou of ptaton 


Fig. 21—Timing gears: These are 
housed in an oil-tight compartment at 
the forward end of the engine. They 
are the crank shaft gear, cam shaft 
gear and generator shaft gear. They 
are lubricated by the engine. Should 
it be necessary to remove them, care 
should be exercised in replacing to 
see that the marks on the rims of the 
gears match, as shown in fig. 21. Gen¬ 
erator gear has no marks, as it is 
immaterial where meshed. 

Valve timing in degrees; the intake 
valve begins to open and the exhaust 
valve is fully seated, when the piston 
has traveled Mb inch or 16° below top 
center. Inlet closes 52° after bottom 
and exhaust opens 40° before bottom. 


Connecting Rod. 


OH Foe? Pipe. 



'Oil Filler Pip# Ctp. 


„ Position of Indicator Rod 
when oil reservoir Is futL 
■'Position o t Indicator Rod 
when oil reservoir la empty’ 


Connecting Rod splash spoon 
Oil Reservoir 
Splash Trough 


Drain Plug 


Oil 

Float 


Fig. 25—Sectional view of englae lubricating: system 

The oiling system is the constant splash 
system—see page 197. Light cylinder oil 
should be used, also light cylinder oil to 
lubricate the rocker arms and push rod 
felts. Keep felts saturated with oil. Oil 
fan often. 


CHART NO. 252—Example of Valve Grinding of Overhead Valves in a Detachable Cylinder Head. 
Adjusting Push Rods. Valve Timing—(Chevrolet << 490 ,, as an example) see chart 179, 
for Timing the Ignition of Chevrolet and page 4 96 for Spark and Throttle control. 

Chart 253 omitted (error in numbering). 













































































































REPAIRING AND ADJUSTING. 


637 


* 


After determining that the above is not 
the cause, then test from the outside of the 
engine with a sounding bar, so that the loca¬ 
tion of the knock will be determined, or at 
least some where near to it. 

It is particularly important to learn at 
just what point in the engine the trouble 
exists, and what the cause is likely to be. 
With this information to start with no un¬ 
necessary parts need be removed, and much 
time will be saved. Aside from this, it is 
well known that an engine is always marred 
more or less by tearing down and this un¬ 
necessary expense should be avoided as much 
as possible. 

We have often seen several good auto me¬ 


chanics stand around a knocking engine, and 
each one name a different cause for the 
trouble. Taking an engine apart is a costly 
piece of work and often much labor and ex¬ 
pense could be saved if the cause could be 
accurately located before the parts are dis¬ 
turbed; in fact, the knock is not always in 
the engine itself, although it may sound so, 
but may be found in some of its attachments 
or fittings, and could perhaps be easily rem¬ 
edied by the operator if he only had the 
means of locating it. Therefore the sound¬ 
ing bar plan is a good one. 

After determining about where the knock 
is located then further testing is outlined 
in chart 254. 


♦Piston Slap. 


The usual cause of knocks is mentioned 
in lines previous. Another knock (which is 
caused by loose fitting pistons) is explained 
in the illustration, fig. 7, chart 254, called 
“piston slap.” 

This is a knock that is very difficult to 
locate. About the only method for locating 
it is with the sounding rod and removing 
pistons and examining them. It is apparent 
that this knock can occur even though the 
piston rings fit tight. 

Piston slap is due to the piston striking 
first one side of the cylinder, then the other. 
The looser the piston is the greater the slap. 

If piston is a good fit, slap is negligible, 
which is the case in the ordinary engine. 
The slap may be due to worn cylinders or 
in the case of aluminum alloy pistons it may 
appear only when the engine is cold, at 
which time the pistons are contracted and 
are much looser than when they are hot. 

There may be two or more distinctive 
piston slaps during the cycle. However, it 
is likely that the only one that can be 
heard is the one that occurs when the pis¬ 
ton shifts from one side of the cylinder to 
the other at upper dead center just as the 
explosion is taking place, as shown in fig. 

7, chart 254. When the piston is on the 

Other Causes 

The troubles which are commonly the 
cause of a knock that developes on a hill and 
which is not perceptible on level ground are 
as follows: Lean mixture, magneto set too 
early, valves seat poorly, carbon in cylin¬ 
ders, poor valve adjustment, loose wristpin 
bushing, loose magneto shaft coupling and 
sticking valves. The cures for these may 
be taken up in order. They are as follows: 

Lean mixture can be cured by opening the 
needle valve slightly or by closing the air 
valve. The former is preferable as it is 
easier to make a correct fuel adjustment 
than by an exact air adjustment. This ad¬ 
justment should be made on the road. Take 
the car out on a hill and run it up in the 
condition that it is at present. Return to 
the bottom of the hill and make a change 
in the mixture by turning the fuel adjust¬ 
ment. When this is done run the car up 
the hill again and note if there is any de¬ 


compression stroke, it is in contact with the 
right side of the cylinder. As the crankpin 
swings by dead center, the inclination of the 
connecting-rod is changed from right to left, 
thus forcing the piston to the other side. 
Under the full explosion pressure the piston 
will strike a very heavy blow when it makes 
the change. 

The piston remains in contact with this 
cylinder wall throughout the stroke, and 
when lower dead center is reached, the pres¬ 
sure on it is entirely relieved, so that it is 
quite likely that the piston is then able to 
more or less float between both walls. 

On the exhaust stroke the piston is thrown 
gently to the right side of the cylinder, due 

to the downward pressure of the inertia, as 
well as the slight exhaust pressure. It is 
very doubtful that this ever causes an audi¬ 
ble slap. 

The piston remains in contact with this 
wall throughout the suction stroke; then the 
downward pulling force of the connecting- 
rod is resisted by the suction on the piston 
as well as the inertia. 

At very high speeds inertia may change 
some of the details of this explanation, but 
these can hardly be of interest. 

of Knocks. 

crease in the knock. If there is none or the 
change is only slight it is time to pass to 
the next cause. 

Climbing a bill with spark too far ad¬ 
vanced will always cause a knock, (see 
pages 67, 68 and 4 91.) 

The cylinder nuts if loose will cause a 
knock and vibration (see page 584). End 
play in the magneto or pump shaft and 
often the coupling may be loose. Lack 
of proper lubrication causes most of the 
worn-out knocks which are heard, while 
many come from natural wear. The timing 
gears, for example, run in a bath of oil and 
yet, in time, the teeth become worn and 
with the excessive backlash or play, a 
rattling and-sometimes knocking is heard. 

Knocks are frequently caused by con¬ 
necting rods being slightly bent out of true 
(in fitting cylinders down over the pistons) 
—this will also cause a “piston slap. M 


*See also, jmge 638, 609. 



638 


DYKE’S INSTRUCTION NUMBER FORTY-SIX. 



Fig. 1—To test for a knock; place 
finger on edge of bearing and connect¬ 
ing rod—have some one slightly rock 
engine, with switch off—the looseness, if 
any, will be felt. This plan can be used 
on Ford main bearings, but not on upper 
end of connecting rod, as it cannot be 
reached, but on some of the other engines 
it can. 

\ 

Fig. 2.—A sounding rod (rod of iron or 
steel) is useful to locate source of knocks. 



Detecting noise of engine 
by sound, with a Sonoscope. 
Same principle as sounding 
rod above. Made by Ameri¬ 
can Elect. Oo., Chicago. 



WORN 

BEARING 



POOR. 

TAPPET 

ADJUST¬ 

MENT 

EXCESS 
PLAY 
E TWEEN 
PUSH ROD 
AND GUIDE 


Places to Look for Knock. 

Although not all are shown, 
above, most of the common engine 
noises and knocks are caused by 
either poor tappet adjustment, a 
worn valve stem guide, play in 
push rod guide, a loose piston or 
worn cylinder or loose cylinder 
nuts. Any of these will cause the 
engine to knock and they should 
be remedied immediately to pre¬ 
vent further complications. 


♦Testing For Knocks. 

First examine the valves: Noises from worn valve stems, push 
rods or guides, are usually caused by too much space between 
the end of the valves and push rods, and is usually the cause of 
most clicking noises. They can easily be detected by testing 
for noisy valves’’ as explained on page 634. 

Wrist pin knocks can be tested as follows: On some engines 
it is possible to reach the piston or wrist pin and place your 
finger on it and bushing bearings and have some one rock engine 
slowly with the crank; then “feel’’ for the looseness if wrist 
pin cannot be reached, here is another plan; while engine is 
running, short circuit spark plugs, one cylinder at the time, to 
cause it to miss, while engine is running slow or idle. When 
doing this, if piston pin is loose there will be a noticeable knock. 
The surest method is to remove the piston and connecting rod, and 
test on the bench. 

To test for loose pistons; remove spark plugs and put Vfe 
pint of heavy oil in each cylinder, crank by hand slowly until 
oil works to the piston rings—replace spark plugs and start engine 
—see if the same noise occurs—if not, the heavy oil has cushioned 
the piston from cylinder and stopped the knock temporarily. Oil 
will soon get hot and run from the rings and piston and knock 
will occur again. 

The piston, if loose, has a tendency to strike the cylinder 
wall, as shown in fig. 7 and explained on page 637. The rings 
may be tight, yet if piston is loose, this knock will likely occur. 

The cam shaft and timing gears can easily be detected with 
the sounding rod. The timing gears will have a sound or growl 
that is entirely different from a knock. 

When testing with the sounding bar, place thumb over end 
of bar and then place ear close to thumb. The closer you get to 
the noise the louder it will be. 

To test for loose fly wheel; allow engine to run idle about 
500 r. p. m., then throw off the switch and wait till it slows 
down to about 75 or 100 r. p. m., after which throw the switch 
on with spark slightly advanced. Repeat this a few times, and 
if fly wheel is loose there will be one distinct knock each 
time the switch is thrown on. Another method in testing 
for a fly wheel knock is by rocking it, (remember the fly 
wheel may be o. k., but some other part attached to it, 
such as the transmission or the clutch collar, may be loose)* 

A connecting rod lower bearing knock can be definitely 
determined by removing the hand plate at bottom of crank 
case, place your finger on one edge of the bearing and crank 
shaft. Have some one rock the fly wheel or starting crank 
gradually one way and the other (switch off). If loose 
you will feel it. 

Main bearings can be tested in the same manner. A 
main bearing knock can also be determined when running 
car, by suddenly throwing into high speed or when pulling 
a stiff grade. If main bearings are loose, a distinct knock 
can be heard. 



Fig. 7—Piston slap—see text page 637. 

A very common trouble with aluminum pistons, which 
when cold contract and leave space between cylinder wall 
and piston. After engine is warmed up the pistons ex¬ 
pand and noise ceases. Aluminum expands twice as much 
as cast iron. The Franklin car overcomes this by cutting 
three slots in skirt of piston with a spring ring placed in 
bottom which holds the lower part of piston to walls—as 
the expansion increases the ring tension gives accordingly. 


CHART NO. 254—Locating and Testing for Knocks. Using a Sonoscope. Piston Slap. 

A spark knock is due to advancing spark lever too far, causing combustion to take place before piston reaches top. 
A gas knock is due to excess of gas, as suddenly opening throttle wide open. This knock also results from too 
rapid combustion, but the gasoline we have today does not burn so rapidly as to cause a knock—see page 161. 
A compression knock, due to any cause which decreases the space between head of piston and combustion cham¬ 
ber—see page 640. 

*A circular describing a new principle of testing engine knocks by means of an air compressor can be secured 
by writing A. L. Dyke, Granite Bldg., St. Louis, Mo. 






























































REPAIRING AND ADJUSTING. 639 

% 


Pre-Ignition; Cause of Knocks. 


It often happens that the mixture is ig¬ 
nited before the spark passes. This is 
termed 1 i pre-ignition. ’ ’ 

A rich mixture, or the burning of the 
lubricating oil, will leave a deposit of car¬ 
bon on the piston head and combustion 
chamber. The intense heat of the explo¬ 
sions will heat this, and often it will remain 
glowing until the suction and compression 
strokes, exploding the mixture before the 
proper time—this causes a knock. 

If the points of the spark plug are too 
thin and line, they will get hot enough to 


glow in the same manner, and in such a case 
spark plugs with heavier points should be 
used. 

Small points of metal, due to rough cast¬ 
ings or other causes, should be filed down, 
using a fine file. 

If the water circulation stops, or if the 
air cooling is not effective, the cylinder 
walls will get hot enough to ignite the 
charge, in which case the engine will con¬ 
tinue to run after the ignition has been cut 
off. The remedy for this, of course, is to 
make sure that the engine is properly cooled. 


Additional Tests for Knocks. 


To locate the cause, first drive the car 
until the engine becomes warm or reaches 
its average temperature; second, select a 
run of about one-half mile, running into a 
grade of about 8 to 12 per cent, of what¬ 
ever length may be had. 

Drive the car from 10 to 15 miles per 
hour on the level road and maintain this 
speed up the grade, if possible. At this 
speed the engine should run quietly. 

But, if, on the other hand, a slight but 
distinct metallic rap is heard, whether it be 
one, two, three, or four times to a revolu¬ 
tion of the crank, push rod or rods will be 
found to have too much play. 

Should it be a slight knock, which slightly 
increases as the car mounts the hill, mark 
this first; worn piston rings, which mo¬ 
mently stand still in the cylinders 
while the piston travels its first 1-64 of an 
inch, or whatever the wear may permit, at 
the beginning of the power stroke. Second, 
it may be worn pistons which are being 
driven against the cylinder walls at the 
beginning of the power stroke. 

This knock may instead have a distinct 
metallic sound which occurs once to every 
explosion and greatly increases as the throt¬ 
tle is opened or more gas is admitted into the 
cylinders. If this be the case mark it car¬ 
bon deposit in the combustion chambers and 
on the piston heads, which becomes very 
hot and ignites the gas, causing pre-ignition. 


Should the knock be either heavy or light 
but of a muffled sound, occurring either 1, 2, 
3 or 4 times to two revolutions; this can be 
marked connecting rod or rods; which may 
be loose on the crank shaft, or the piston 
pins, or bushings may be worn. The one 
or more causing the knock may be located 
by holding down on the coil vibra¬ 
tor, or in any other manner that will dis¬ 
continue the spark at the plugs separately. 
For example, if by preventing cylinder No. 
1 from firing the knock ceases or is one less 
in two revolutions, then the trouble lies in 
connecting rod No. 1. 

Should the engine pound, having the sound 
of a block of wood striking the ground, 
which will occur once to every explosion, 
but may be heavier at the explosion of any 
one cylinder, mark this crank shaft main 
bearing. In very bad cases this pound can 
be felt by the driver. 

Again a flywheel that is loose on the 
shaft will cause the same kind of a pound 
(this, however, is very seldom). But if tho 
driver will listen very closely he will dis¬ 
cover that a crank shaft bearing has a 
double pound which occurs very close to¬ 
gether, so close that when first heard it 
will sound like one pound. 

A spark knock can be more readily felt 
than heard, because the power of the engine 
is being held back by its own ignition. 


*A Seized Piston. 


Occasionally the repairman receives a call to 
start an engine that has the symptoms of a 
seized piston, and has resisted the best efforts of 
owner of the car to start it. At such times the 
repairman must exercise the utmost ingenuity, for 
the owner has generally tried all the easy methods 
before he arrived. 

In such cases, the first thing to do is to make 
sure that it is the engine and not some other part 
of the transmission or the rear axle that is at 
fault. The rear wheels should be jacked up, the 
emergency brake released and the gear shift lever 
placed in neutral. The wheels should turn freely 
and there should be no binding in the rear axle 
system. 

The spark plugs should be removed, or the com¬ 
pression cocks opened, to relieve the compression. 
Then if the crank cannot be turned over by hand 
or by means of the starter, or by the two working 
together, the car may be towed with the gears in 
high and the clutch disengaged. As soon as the 
car has attained some momentum, the clutch may 


be allowed to engage gently, care to be taken not 
to allow a sudden motion which might strip the 
gears in the rear axle or even break a shaft. 

If this does not free the engine, kerosene can be 
poured into the cylinders and allowed to remain 
for a couple of hours. This will have a tendency 
to dissolve any old oil which may have gummed the 
pistons to the cylinder walls. Then the car may be 
towed again and an attempt made to turn over the 
engine by engaging high gear. The engine can be 
turned over more easily in high than in low gear 
because it does not have to revolve so rapidly. 

After one has succeeded in turning over the en¬ 
gine, one should open the drain cock in the bottom 
of the crankcase and drain out the mixture of 
kerosene and old oil. Then the new oil _ should 
be added, the radiator should be filled with hot 
water in order to expand the cylinders, and the 
spark plugs replaced. After starting, the engine 
should be run slowly under its own power for some 
little time, in order that the new oil may work to 
all parts. 

heat which can be due to: 
a speed—see pages 203, 189 


♦Meaning that piston is stuck to cylinder wall—caused by excessive 
lack of water or lubricating oil or running a new engine at too high 
and 489. 


640 


DYKE’S INSTRUCTION NUMBER FORTY-SIX. 


♦Eliminating Compression Knock by Adding a Thick Gasket. 


A knock caused by too high compression sounds 
like a carbon or advanced spark knock. The com¬ 
pression may be reduced by placing a thick gas¬ 
ket between cylinders and crank case. 

With some makes of engines this repair is a 
common one, particularly when the car is equipped 

^ith a heavy closed 
body.t In such cases a 
better job may be done by 
making the thick gasket 
of cast iron. It is made 
in a similar manner, but 
must be planed or mill¬ 
ed to a uniform thick¬ 
ness and smooth finish. 
Otherwise the cylinders 
will be thrown out of 
alignment or the joints 
will not be tight. - 

(1)—Remove the cyl¬ 
inders. (2)—Place the 

cylinders on a bench, 
and clean both the cyl¬ 
inder flange and engine 
base thoroughly. (3)— 
From a sheet of tin, make a template, fig. 2, 
which is an exact reproduction of the base of the 
cylinders, except that all the openings, such as 
piston and bolt holes are about % in. larger than 
those in the cylinders. The template is used as a 
pattern for marking out and forming the cylinder 
raising gasket, and permits the gasket to be made 
without going to the cylinder each time to see if 
it is being done right. A copper asbestos gasket 
does not have sufficient clearance to be used as 
a pattern. (4)—Procure a sheet of red composi¬ 

tion board V4 " thick. 


(6) —Using the tem¬ 
plate as a pattern, scribe 
out the cylinder and bolt 
holes, and the outside 
form onto the red com¬ 
position board. (6)— 
Using a gasket cutting 
tool, as shown in fig. 8, 
and a drrll press, care¬ 
fully cut out the piston 
holes. Make these V& 
in. larger than the cyl¬ 
inder bore. 

(7) —Drill the bolt 

holes slightly larger 
than the diameter of 
the bolts. (8)—With a 
band saw, or key hole 

saw, cut the composi¬ 
tion board to the out¬ 
side shape of the pat¬ 

tern. (9)—Remove all 
burred edges with a file. 
(10)—Place the com¬ 
position board onto the 
engine base, and bolt 

the cylinders in place, as shown in fig. 2. Shellac 
should be used sparingly to prevent leaks. 

By doing this the cylinders have been raised, 
giving a larger compression space and less com¬ 
pression. The result is that the compression 
knock disappears and the engine will pull much 
better. 

Note—It will be necessary to readjust valve 
rods after cylinders have been bolted down 
securely. (Motor World.) 



Fig. 8—Gasket cutting 
tool. 



Lower cut shows gas¬ 
ket in position. 


Engine Bearings. 


With the exception of lubrication, the 
most important factor in the operation of an 
automobile is the condition of the bearings. 

The three principal kinds of automobile 
bearings are: Plain bearings, ball bearings 
and roller bearings. The most important 
and those requiring the particular attention 
of the motorist, are the engine’s three or five 
main bearings; the four or more connecting 
rod bearings; and the wrist pin bearings— 
all of which are usually plain bearings, lined 
with either bronze or babbitt metal bush¬ 
ings. 

The plain bearing: Formerly, hard steel 
and phosphor-bronze bushings were regard¬ 
ed as the best combination, but in modern 
practice where large bearing surfaces can 
be used, white metal or babbitt is usually 
employed in preference. 

In the case of small bearings which must 
sustain a heavy shock—such as, for exam¬ 
ple, the big ends of the connecting rods— 
white metal is scarcely hard enough to re¬ 
sist the spreading action of the impact. 
Phosphor-bronze or a composition metal, is 
therefore necessary here, but where sufficient 
surface can be obtained to ensure against 
this tendency, white metal—owing to its 
anti-frictional properties—is generally con¬ 
sidered preferable. Being composed largely 
of lead the result of a failure in lubrication 
from any cause is merely to melt it out 
without harming the shaft, which would 
probably occur if a tough metal like phos¬ 
phor-bronze were used. 

The secret, therefore, of a successful white 


metal bearing, or indeed a bearing of any 

kind, is a true and 
highly-polished sur¬ 
face on the journal. 
The white metal 
bearing can then be 
fitted comparatively 
tight, and will rap¬ 
idly accommodate 
its surface to that 
of the steel, and 
long life will be en¬ 
sured if the lubri¬ 
cation is correct. 

Grooving plain 
bearing bushings to 
allow for free circu¬ 
lation of oil is ex¬ 
plained on pages 203 and 644. 

Ball bearings: These are very good on the 
main shaft, but to ensure success they should be 
large, (see page 109, note 1" balls used on Stut* 
engine), for it must be remembered that the 
surface contact of a ball with its race is practi¬ 
cally a mathematical point. For this reason they 
are not found to be successful as big-end bear¬ 
ings, for the impact is too great for such a small 
surface. 

Roller bearings: These have, of course, a very 
much greater contact area than ball bearings (see 
page 36), and have, therefore, been found to be 
quite successful in big-ends, but they must be very 
carefully fitted, so that perfect alignment is as¬ 
sured. They will under these conditions stand up 
for an incredible time. 

It might be profitable to observe here that where 
there is a whip, even of small degree, ordinary 
ball-bearings should never be used unless they are 
of very great size. In a short, stiff shaft with a 
center bearing, ordinary sizes and types are sat¬ 
isfactory, but otherwise double row bearings of 
the self aligning order should be chosen, and 
there are at least two reputable makers who 
stock this variety. 



The Ryerson rein¬ 
forced bearing consist¬ 
ing of a bronze skele¬ 
ton used in combination 
with babbitt or other 
bearing metals. A new 
type of bearing bushing. 


*See also pages 627 and 535. 

tTo keep engine from pounding, at low speeds with open throttle. An open throttle fills the cylinder 
with gas which of course increases the compression pressure—see also, foot note, page 909, why 
lower compression is best for average work. 





















REPAIRING AND ADJUSTING. 


641 



•^Adjustment 

The bearings which are most dealt with 
on an engine are the crankshaft main bear¬ 
ings, and the upper and 
lower, connecting rod 
bearings. 

The main bearings on 
a crank-shaft are pro¬ 
vided with bushings, 
upper and lower, which 
are made of white metal 
or composition alloy 
and are split as shown in 
lower illustration. 

The bushings (B & B 1, fig. 13) are placed 
in the bearings which have between them 

thin metal 
shims, (two 
types of which 
are shown in 
figs. 14 and 
15.) W hen 
worn, a shim 




is removed (one 
from each side) which allows the two bush- 


of Bearings. 

ings to be drawn closer together over the 
shaft. 

The same principle applies to the lower 
connecting rod bearings, but on the upper 
5H]MS connecting rod 

bearing, the 

bushing is in 
one piece, and 
not split (as 
will be noted 
in figure 10, 
page 645.) The 
subject of bush¬ 
ings will be treated more in detail further on. 

Worn Bearings. 

Whenever a bushing has become worn 
until the inner surface is no longer abso¬ 
lutely round, it makes itself known by a 
peculiar knock. On examination it will be 
found that the fit is loose and that the 
shaft has an excessive amount of “play” 
or lost motion and in the case of a main 
bearing, the shaft is out of alignment—see 
page 643 for crank-shaft alignment. 



tAdjustment of 
Ordinarily the main bearing on crank 
shaft, if slightly loose, only requires to be 
taken up as most bearings are fitted with 

shims. 

Taking up main bearings: first, take down 
the oil pan. To do this remove all the bolts 
underneath and all bolts at each end of 
pan. Then remove lower oil pan. The 
bearings on most engines are fitted with 
brass or other forms of separators of a 
standard thickness made up of thin shims 
in various gauges, .001 in. to .005 in. thick. 

rJrShims: On modern bearings there are 
usually three shims of different thickness, 
under each side of the bearing cap. The 
thinnest shim being at the bottom. 


Main Bearings. 

will burn out, and if left loose it will pound 
and perhaps strip nuts off the cap screws. 
A really mechanical job cannot be made 
without shims or their equivalent. 

The rear main bearing is the bearing 
which usually requires attention first on ac¬ 
count of weight of fly wheel and torque. 

To test after taking up; turn the start¬ 
ing crank with pet cocks open. If you 
can spin the crank shaft it is not quite tight 
enough. It should be adjusted so moderate 
pressure on crank will allow shaft to turn. 

Many mechanics, when taking up bearings test 
by getting bearings just tight enough so fly wheel 
can be moved. In other words after a little prac¬ 
tice they can tell just how tight bearing ought to 
be by being able to barely turn crank shaft by 
hand, by means of the fly wheel. 



Fig. 15. The laminum shim.—note 
the laminated layers. In the illus¬ 
tration, the top layer is being started 
with a knife blade, enough to get a 
hold, then it can be peeled off. 

rj:The latest type of shim is the laminated 
shim shown in fig. 15. It is made of thin 
layers (.001 inch to .005 inch in thickness) 
of laminum which can be peeled off as de¬ 
sired. This type of shim can be used in the 
crank shaft main bearings and also in the 
connecting rod lower bearings, per page 837. 

*To make proper adjustment simply re¬ 
move one or more thin shims from each side 
of the bearings. Be careful not to make the 
bearings too tight, see page 838. 

The bearing cap, usually referred to as 
the lower bearing, must be drawn up tight. 
Not against the shaft but against the shim 
or spacing sleeve as shown at (A) fig. 3 page 
643. If drawn tight against the shaft, it 


To test after 
scraping a bear¬ 
ing; the crank 
should turn by 
hand but with 
slight resist¬ 
ance. See also 
pages 837 and 
838. 

Remember there is a possibility of getting 
the bearings too tight, and under such con¬ 
ditions the babbitt is apt to cut out quickly 
unless precaution is taken to run the engine 
slowly at the start. 

When bearings have been taken up don ’t 
forget to see that all nuts are securely tight 
and the cotter pins inserted. 

If the bearing is not fitted with shims, 
which is unusual, then it will be necessary 
to dress the sides of the bearing so it will 
make a closer fit. 

All of the weight and most of the wear Is on 
the lower part of the bearing called the lower 
bearing cap. For this reason there is not much 
wear on the top. The 1910 Ford engine did not 
have a bushing in top of the crank-shaft bear¬ 
ing at all. 



♦The bearing bushing is never scraped or removed, unless it is burnt or damaged. **See pages -03 and 
644, showing oil grooves in these bearings. tSee also pages 837 and 838. 
fcShims are used on all connecting rods, lower end, except those engines using oil pressure and hollow 
crankshaft. In this instance shims are not used as bearings would leak oil. Scraping is necessary 
t* insure accurate fit. JLaminated Shim Co., 533 Canal St., hiew "\ork. 



























































642 



Fig. 1.—Cleaning up roughened sur¬ 
faces of crank shaft with very fine 
emery cloth. 


Crank Shaft 
Repairs. 

When fitting bearings 
the crank-shaft should 
first be oxamined by see¬ 
ing or feeling if there 
are ridges or uneven sur¬ 
faces on it. If so, it 
will cut the bearing and 
cause trouble, and fit¬ 
ting of bearings will be 
a waste of time. 

If crank-shaft is scored, 
by ridges or rings being 
on it, then place it be¬ 
tween grooved wood 
blocks and carefully emery it down (fig. 1). Fine emery 
cloth in strips 1% inches wide and well oiled should be 
used as shown. Emery tape is better if obtainable. Note 
the emery strip encircles the shaft, and long steady move¬ 
ment is imparted to it in order that there is no tendency 
to make it oval. 

If a **crank-pin is found out of true (not circular), by 
testing with calipers and micrometer, and is more than 
.0015 out of round, then the best plan is to have it 
ground true on a special grinding machine. 

The cause of a crank-pin (where lower part of connecting rod fits) being out of true, is often due to 
a flat spot, due to explosion pressure constantly at one point. Result, connecting rod bearing will not 
fit true and will be bind, even though properly fitted. The only remedy is to have the crankshaft ground 
on a special crankshaft grinding machine. (H. & H. Machine Co., St. Louis, Mo., grind crankshafts). 

Where craaik-pin is only slightly out of true and a grinding machine is not available, then file up the 
untrue part with a very smooth file as accurate a circular shape as possible, testing frequently with the 
calipers. A lead 'Tap” is then made in clamps (fig. 2). This is bored out to a size, and paper or card 
shims inserted between the two halves so that the two halves can be gradually closed down by the bolts onto 
the crank-pin. This lap is dressed with fine emery and oil and worked around the crank-pin by hand till 
a good surface is obtained. **Crankpin is part of crankshaft to which connecting rod is attached. 

*Scraping and “Spotting In” Bearings. 


Fig. 6.—Scored crank shaft. Note 
the ridges. This is only a slight 
•core. This can be polished off by 
encircling the shaft with fine emery 
cloth saturated in oil and making 
a steady, even motion up and down. 
The crank must be thoroughly washed 
afterwards to remove emery dust. 



Fig. 2.—A grinding tool or “lap” for 
trueing up a worn shaft when proper 
grinding machine is not available. 


The bearings on a crank-shaft are the lower 
connecting-rod bearings and the bearings 
which carry the crank-shaft, called the main 
bearings. In modern engines these are usu¬ 
ally babbitt, white metal, brass, or a similar 

metal which is 
soft, easily cut 
and tough. To 
scrape in a set 
of bearings usu¬ 
ally requires 12 
to 20 hours, 
depending upon 
bearngs 
out of line. 



Fig. 4.—Using a scraping tool 
on a bearing surface. 



being 


BURN1SHLR 




Fig. 3.—Bearing scraping tools 

which can be secured at any 
supply house or made of old 
files. 


Connect i n g- 
rod bearings: 
After sufficient 
shims have been 
removed from 


between cap and rod so that bearing fits tight 
on shaft, the rod nuts are taken off and the 
shaft bearing surface given a very light coat¬ 
ing of “marking’’ compound. 

The marking compound is Prussian blue which 
can be secured at any supply house and comes 
ready mixed. A little dab on the fingers is 
sufficient to wipe on the shaft as a very light 
coat is required. If too much is given it will 
run all over the bearing and spots will show 
which should not be scraped. 

Marking or “spotting-in” bearing: Put 
connecting rod in place, put on cap and draw 
up tight. Be sure caps are fitted on according 
to the punch marks on cap, and rod is on 
right side forward. Then rock back and 
forth and swing it around shaft twice. 

Next remove nuts and bearing. The “high 
spots” inside of bearing will be found marked 
in blue, showing that at these points the 
crank touched, but the part which is white, 
the crank did not touch. Therefore, the 
problem is to get the high spots down until 


the bearing will mark all over, by scraping, 
which is a slow, tedious job, for if too much 
metal is removed it cannot be replaced. 

This marking or “spotting in” process is 
repeated from time to time till the whole sur¬ 
face is marked as shown in D, fig. 8. In 
practice it is not possible to get every white 
mark off the bearing, and if say, not over 
one-tenth of the total surface, let it go, it) 
will wear in. 

Adjustment: When scraping is completed 
and all nuts down, the rod should be just 
stiff enough to turn by hand and if placed 
in a horizontal position it should not fall by 
its own weight, but should move when pushed 
by hand. If fitted too tight seizure will 
result. 

After the scraping is done the burnisher 
shown in fig. 3 may be run over the entire 
surface of the bearing to shine it up and 
smooth the surface. 

The scraping tools can be made of half 
round files as the quality of steel and temper 
is just right—or purchase at a supply house. 

The rod bearings should now be tested for 
parallelism (see pages 659, 646, 649). The 
piston pin and the crank-throw must be 
parallel, and the bearings that they move in 
must also be parallel, or binding and rapid 
wear will take place. 

If the small end bearing of the connecting 
rod is worn it will be necessary to make a 
new bush and ream it out to a true fit on the 
piston pin to about .002 inch clearance (see 
foot note, page 645). 

Scraping main bearings, see page 643. 



BEFO»t SCBAPinC 


Partly itATLD 


SctAFU) mi aum.ao 

Fig. 8.—Showing appearance of markings as tha 
scraping proceeds. See page 644 showing oil groove!. 


CHART NO. 255—Scored Crank Shaft. Scraping Bearings. *See pages 837, S3S; fitting bearings. 




































































REPAIRING AND ADJUSTING. 


643 


—continued from page 641. 

Draw filing (see fig. 2 and page 708) of 
a bearing cap is necessary, as on the Ford 
and other engines where shims are not used. 

(see also, foot note, page 641.) After 
dressing down on the sides, try the surface 

of the sides for high 
spots by holding a steel 
rule or scale across it 
at several points and 
angles (fig. 5). If there 
are high spots they 
should then be dressed 
off with the file. After 
dressing the sides, then 
test the inside of bear¬ 
ing by “ spotting-in ’ ’ 
and then scrape. On 
bearings using shims, it 
is usually, only neces¬ 
sary to remove shims to take up bearings. 


**If bearing bushing is cut or burnt, then 
it can be scraped or replaced with a new 
bearing and “burnt-in.” Scraping is best 
as it insures an accurate fit. 

In taking up slightly worn connecting 
rod bearings, first check the crankpin with 
micrometer to see that it is not out of 
round—see third paragraph top of page 64 2. 

Adjustable Bearings. 

Unlike most engines, the Reo main bearings are 
adjustable from the outside, and it is only neces¬ 
sary to remove the mud pan to reach 
them. A, are spacing sleeves and 
B, are locking studs. Take up 
bearings with socket wrench (SW) 
until shaft turns a little bit hard. 

Connecting rod bearings are ad¬ 
justed through the handholes in 
the side of the crankcase. Con¬ 
necting rod lower ends are “hing¬ 
ed” on the Reo. 





tScraping Bearings and Crankshaft Alignment. 


Scraping the connecting-rod bearings and 
how to test by “spotting-in ’* the bearing is 
explained on page 64 2. Scraping is re¬ 
sorted to when a bushing is burnt or dam¬ 
aged or when fitting new bearings, or after 
trueing crankshaft or crankpin. 

The adjustment and fitting of main bear¬ 
ings is also explained on pages 837 and 838. 

^Before marking or scraping the main 
bearings, each bearing cap is to be set down 
tight with the nuts and tried for tightness, 
the other bearings being loose at the time. 

To scrape the main bearings: The upper 
beamings are finished first, therefore crank 
case is laid up-side down, per fig. 2, page 646. 

All the upper main bearings are worked 
at one time, so that the shaft will align. 

*Crank shaft alignment: Very likely the 
center bearing will be high and the shaft 
will rock on it. If so, it will have to be 
scraped down till there is no rocking and 
until all the bearings mark all over. Great 
vibration as well as wear, can be caused by 
neglecting this. If center bearing is too 
low”, which would be shown by no marking 
at all, then end bearing will have to be scrap¬ 
ed out till center bearing marks all over. 

In marking or “spotting-in” these bear¬ 
ings the weight of crank shaft is sufficient. 
Do not put on the caps at all as they would 
force or spring the shaft down and mark the 
low part of bearings. 

The cap or lower main bearings (after up¬ 
per bearings are completed) are treated in a 
similar manner as the connecting rod caps, 
page 64 2. They are scraped down to a per¬ 


fect marking. A very important point is 
to “spot-in“ and fit the rear cap first and 
test it for stiffness then loosen it, then 
“spot-in” and test the next and loosen it 
and the other the same. After doing this 
then tighten down on all. Otherwise, if 
each bearing is tightened as you proceed, 
the bearing being fitted could not be prop¬ 
erly tested for clearance. 

After “spotting-in” main bearings, caps 
are tightened down and “run-in” by belt 
power, using plenty of oil. Caps are then 
removed, bearing surface examined, then 
replaced and proper clearance given by re¬ 
moving a shim, if necessary. 

Adjustment; when lowei caps are fitted 
and nuts drawn up tight, the shaft should 
turn with some resistance. Some repair¬ 
men judge the amount of resistance by be¬ 
ing able to move the crank shaft with one 
hand (per page 641), or if bearings are be¬ 
ing taken up under engine, by just being 
able to move or turn fly wheel. The bear¬ 
ings must not be so tight they will overheat 
and seize. 

If the shaft turns too hard, do not think that 
loosening up the nuts is the remedy. In sueh a 
case an extra thickness of shim brass will have 
to be put in so that nut can set down tight and 
still allow shaft to turn. 

Connecting rod lower bearing is often “burned- 
in,” by fitting new bearing caps and then run on 
power for a few minutes, then cap is removed, sur¬ 
face examined to see if cut, if so it is scraped, 
then correct clearance given with shims (.003 to 
.004"). 

Connecting rod upper bushing is usually refitted 
with new bushings and reamed to .002 to .003" 
clearance. 


Bearing Pointers. 


After fitting bearings, run engine at moderate 
speed for first 500 miles, using plenty of good oil 
to work bearings in. See also page 793. 

Before marking and after scraping, dust metal 
chips out with a small paint brush. 

See that oil grooves are not clogged and are 
deep enough (see page 644). 

Wash all parts off with gasoline or kerosene. 


Have the scrapers sharp and never try to scrape 
with nicked scrapers. 

In renewing bearing bushings, care must be 
taken that thoy are of about the same thickness 
of metal, as the original ones. If too thick the 
pistons will be pushed higher into cylinder and 
alter the compression and cause vibration. On 
two-cycle engines it would change the port timing. 


*A Reamer, per page 792, fig. 66 is used extensively for aligning crankshaft. 

tBearings are also sometimes (“burned-in” or “run-in”), where a quick job is desired, by fitting 
new bushings, one at the time, then bearing caps are drawn tight, then belt power applied untrl 
worked in The caps are removed, bearings inspected and high spots scraped down, proper clear¬ 
ance given by removing shims, if necessary and caps then fitted. It is always best to scrape a 
bearing and spot it up first, however. JAn equal number of slums on each side (at least %2 total) 
should be on each side when drawn down.. **On the Ford, a new connecting rod can be replaced, if 
babbitt is burned out. 







644 


DYKE’S INSTRUCTION NUMBER FORTY-SIX. 



Fig. 8. After fitting 
a new piston pin the 
piston should be held as 
in fig. 8. The connecting 
rod should hardly be 
able to turn of its own 
weight, but should drop 
gradually as the piston 
is jarred. 


Another point — all 
connecting rods should 
be of equal weight. They 
can be weighed separately and filed or 
ground down to weight if not too great a 
difference—see page 818. 



Fig. 7—A split 
bushing for lower 
end of connecting 
rod. 



Fig. 6 — Bushing 
for upper end of 
connecting rod or 
piston pin. 



Fig. 8—Bronze bushings needed 
in every repair shop. Can be se¬ 
cured at brass foundry. Call for 
“bearing bronze.” 


Bearings. 

Strictly speaking, the bearings of a shaft are. composed of two different metals. The real bear- 
ing is cast integral with the engine or machine of which it forms a part, and the othei P^rt ( ou which 
the shaft really bears) is known by various names, such as linings, bushings, brasses etc. They are made 
of various metal, such as babbitt, phosphor-bronze, white metal alloy etc. 

The adjustment and replacement of bearings in an engine, or some part of the transmission, such as 
a gearbox, is a matter requiring a good deal of skill and experience to effect. 

With the exception of the small end of th8 connecting rod (figs. 1, 2, 3) all bushings are split length¬ 
wise (fig. 7). The small end of the connecting rod has a plain phosphor bronze bush (fig. 6) forced in 
fairly tight. When worn, a new bush is fitted which is turned and bored to a free fit without any trace of 
rocking or end movement. 

The split bushings (fig. 7) in time wear ovr-l, mainly on the lower half. In most cases a slip of 
metal called a “shim or liner” is inserted between the upper and lower halves of the bearing, which 
pieces can be filed down or one or more layers peeled off, (if laminated shims are used) for adjustment. 

Many bearings are “lined” or bushed with “babbitt-metal,” bronze or anti-friction alloy. When 
worn the bearing halves are relined and bored out true. The surface is tinned and the molten metai 
run in either solid to fill up the bore completely or around a mandril smallor than the shaft. A true 
bore to fit the shaft is then made in the lathe and the bearing cut through, after which the nec¬ 
essary oil channels are cut in the surfaces, (see figs. A and B below.) 


When a bearing is adjusted, it must also occupy the 
same relative position as before in its bed, and to effect 
this, packing the lower half with very thin 6heet phos¬ 
phor bronze or foil may be necessary. Various thick¬ 
nesses from 1-1000 inch up can be obtained for this pur¬ 
pose. A good practice is to slightly “ease off” the bear¬ 
ing at the dividing line, to avoid any risk of binding. 

It is of great importance to the running of a bearing 
that the shaft be dead true and cylindrical and the sur¬ 
face quite smooth. 

When fitting a plain bush (fig. 6) very moderate pres¬ 
sure should suffice to drive it in place. A tight fit may 
cause the bush to bulge, necessitating reaming out to 
make it fit. 

A bush that is an easy fit requires dowel pinning to 
prevent it turning round. Particular care should be given 
to cutting oil channels, and to note, in the case of plain 
bushes, that the oil holes are drilled all the way through. 

Hardened steel bushes can be used, providing the shaft is 
case-hardened to resist wear. 

This type of bushing requires grinding after hardening, 
and the running clearance should be a shade more than 
for phosphor-bronze. Ample oilways should be cut in the 
surface as per B, below, (see also page 203). 



Piston or Wrist Pin Bearings. 

Fig. 1—One common V7ay to remove a 
hushing. Jaws J of vise are opened far 
enough so end of rod It rests upon them and 
at the same time give sufficient clearance 
for bushing to pasB between as it is driven 
out. To drive out bushing B, a drift D 
(usually bar of steel) and a hammer are re¬ 
quired. 


Fig. 2— A better way; jaws J of the vise 
are opened wide, a piece of pipe P, large 
enough to clear the bushing, is placed against 
the inner surface of one jaw, the rod is care¬ 
fully adjusted and pressed against it to 
hold it in place until the drift or solid pin 
N is adjusted into place, then draw vise to¬ 
gether to squeeze the bushing out of the 
rod R into the pipe P. If no vise is at 
hand with a large enough opening, recourse 
cau be had to method shown in fig. 3. 

Fig. 3—Another plan; a bolt B, some 
washers W, a piece of pipe P. a nut N, and a 
wrench H may be employed as shown. By 
this method, a bushing may be removed 
without danger of springing or burring up 
connecting rod end. 

To remove a tight piston pin, first extract 
the locking rings, then plunge the piston in 
boiling water. This will release the grip of 
the piston on the pin and permit it to slide 

out. 


Oil Grooves in Bearing Bushing. 

Another important feature is the shape of the oil grooves 
themselves. The usual practice is to make the grooves as 
shown in the figure at A, like a letter X. The result 
of using this style of groove is that the areas of the bear¬ 
ing at p,p, run dry. A careful series of tests has shown 
that the type of oil-groove shown at B aud made in the 
form of the letter H, gives results far superior to the 
other. Some very bad cases of poor lubrication and 
heating bearings have been cured entirely by the Bimple 
expedient of changing the type of oil groove from that 
shown at A to that 
shown at B. (E. W. 

Roberts in “The Gas 
Engine.”) 

Keep oilgrooves out of 
the pressure side of your 
bearing, whenever the 
pressure is one sided, as 
in the crank-pin bearing. 

—see also pago 203. 



CHA&T NO. 256—Bearing Bushings. Wrist or Piston Pin Bushing Removal. Oil Channels. 
















































































REPAIRING AND ADJUSTING. 


645 


* Piston or Wrist Pins. 


The piston or wrist pin is the pin on which 
the upper part of the connecting rod swings. 
It is sometimes made of solid steel but usu¬ 
ally of hollow case hardened steel tubing. 

It is also called “ gudgeon’’ pin. It is non- 
adjustable, therefore when worn the pin or 
bushings must be renewed. 


Oil 

piston pin 


connecting rod 



bushing 


-set screws 


Fig. 10—Piston pin 
is stationary — note 
the bushing is in 
upper end of con¬ 
necting rod. 



The stationary piston-pin, fig. 10, has a 
bronze bushing in the end of connecting rod 
which oscillates on the piston pin. The pin 
is held tight by a set screw. 

Oscillating piston-pin is where pin is 


clamped to upper end of connecting rod, as 
C, fig. 11. The bronze bushing in this in¬ 
stance is pressed into bosses in piston and 
piston pin oscillates in the bronze bushings. 



Fig. 11—Piston Inn oscillates in bushings in piston 
bosses. Note connecting rod is clamped to pin at 0. 

To remove piston pin when stationary, see page 
650, fig. 22. Another method for holding the 
pin in place is by means of a spring pressed 
plunger which is in the inside of the boss in¬ 
side of piston. To remove piston pin a small wire 
forces plunger up and pin is driven out. 

To remove bronze bushing in upper end of 
connecting rod or piston bosses is sometimes a 
difficult task (see figs. 1, 2 and 3, page 644 and 
fig. 22, page 650). Quite often a reamer is used 
to ream them out. The idea is to renew the 
bushings. 

The piston pin may also be worn, therefore ex¬ 
amine and replace it when renewing the bushings 
if worn. As a rule, wrist pin and connecting rod 
bearings are apt to wear soner than the main 
bearings. Therefore test for looseness per page 
639 and below, before working in the bearings. 


**Connecting Rod 

To test to see if a connecting rod is loose: 
remove lower crank case. Take hold of rod 
and see if there is end play, by a vigorous 
push up and down, if so, the looseness can 
be felt. 

Don’t mistake the side play however for 
the looseness, as a slight amount of side 
play is necessary. 

The connecting rod, lower end is divided 
into two parts, usually with shims placed 
between, see fig. 14, page 641. 

What has been said in the reading matter, 
concerning the main engine bearings also 
holds good for the connecting rod bearings. 
The two bearing halves may be brought 


Lower Bushing. 

closer together by the removal of some of 
the “shims” between them or dressed down 
with a file, if shims are not provided. It 
is policy to take off enough metal to allow 
for a few shims, so that.when taking up is 
again required, it will only be necessary 
to take out 1 or 2 shims—see page 838. 

In the majority of engines the removal 
of the lower half of the crank case is nec¬ 
essary before the connecting rods can be 
reached. 

Note that there must be about tV inch 
side play between the sides of the connect¬ 
ing rod bearing and side of crank shaft 
arm—also at upper end. (see pages 659, 
646, 649 for aligning connecting rods.) 


Pistons. 


Pistons are made of cast iron for all or¬ 
dinary uses. In many instances where speed 
is desired, an aluminum alloy called 

“Lynite” is sometimes used. 

The cast iron piston expands less than 
steel or aluminum aLloy pistons. The latter 

expanding under heat 
more so than cast steel. 

The piston proper, is 
made with grooves for 
rings, (R), which are plac¬ 
ed as shown in illustration, 
which is the Ford piston. 
Note there are two rings 
above piston pin and one 
oil-ring below. Sometimes an oil groove, 

per fig. 6, page 74, takes the place of the 
oil-ring. B is the bushing for piston pin. 
See also, page 655. 

The average automobile engine piston is 
fitted with three rings above piston pin and 



one below. Pistons are usually ground to 
fit cylinder but not a tight fit. 

Piston replacement: Three conditions 
make it necessary to replace a piston: (1) 

scored; (2) undersize; (3) leaky. If it is 
not scored too badly it can be dressed down 
with a fine file. If leaky, see foot note, 
pages 656 and 791. New rings will help 
some on undersize pistons, but slapping will 
occur. See also, pages 609, 654, 655. See 
page 791 relative to piston clearance on the 
Ford engine. 

Where speed is desired, the lower part of pis¬ 
ton is frequently drilled with holes and piston is 
made of aluminum alloy to lighten them as much 
as possibe (see index “Tuning engine for speed”). 

^Aluminum Pistons. 

It is claimed by manufacturers of same to be 
superior to cast iron for the following reasons: 
They are about one-third lighter. The inertia of 
the reciprocating piston is reduced approximately 

—continued on page 651. 


♦The piston pin bushing is usually a bronze bushing pressed into place and in case of renewal will 
have to be driven out per pages 644, 650. If piston pin becomes loose it will score cylinder per 
page 653 tOldsmobile Co. recommend .002" clearance m upper end o connecting rod which is 
necessary to take care of different expansions between bronze and steel when heated. **See also 
pages 837 and 838. JFoot note, page 651. 






























646 


DYKE’S INSTRUCTION NUMBER FORTY-SIX. 



♦Fig. 1.—Testing con¬ 
necting-rod. A jig or 
fixture for testing the 
alignment of connecting- 
rod assemblies is shown. 
The crank bearing of the 
connecting-rod is at¬ 
tached to an arbor that 
is part of the base, and 
the piston swung across 
the face of the disk that 
is fastened to an up¬ 
right. This disk is 
made similar to a face 
plate and is necessarily 
at right angles to the crank bearing arbor. Any misalignment 
is instantly detected and corrected by bending the connecting- 
rod so that the side of the piston forms a line contact with 
the surface of the disk. This prevents the possibility of un¬ 
equal wear of cylinders due te off-center pistons—(Motor 
World). 



Fig. 2.—Crankshaft testing. The crankcase may be used as 
a fixture for testing the alignment of the main bearings of the 
crankshaft with little difficulty. The case is placed on the 
bench in the position shown, a strip of pasteboard about 1 in. 

wide and %4 in. thick 
placed beneath the 
front and rear bear¬ 
ings of the crank- 
s> shaft. By these the 
shaft is raised from 
the center bearing 
and side play pre¬ 
vented. A pointer is 
then clamped onto 
the side of the case at the center bearing, and by turning the 
shaft the amount it is out of true is determined. This method 
is not only better but quicker than testing in a lathe. 


Fig. 4.—Removing pistons is necessary when working on 
the wrist pin. 

The method of removing piston (Overland for example) is 
to take off the bottom half of the crank case and then remove 

the connecting rod 
bearing cap from 
the rod attached to 
the cylinder which 
it is desired to re¬ 
move. The bearing 
cap is held by two 
bolts fastened by 
castellated nuts. 
When these are re¬ 
moved the rod can 
be swung to one 
side out of the way 
of the crank shaft 
and the entire as¬ 
sembly withdrawn 
from the cylinder 
in the manner 
illustrated, fig. 4. 
The piston pin can then be driven out with a punch after 
which the bushing can be readily removed. 

This plan however cannot be used on engines where the pis¬ 
tons are too large, or a 5 bearing crank shaft or on a 6 cylin¬ 
der engine. The procedure is then to remove the cylinders 
and lower part of crank case and loosen the connecting rod 
caps and take pistons from top of cylinders, or it may be 
necessary to raise cylinders from off pistons. 



♦Fig. 11. — Connecting rod alignment: It is essential 
that the two bearings of the connecting-rod be in perfect 



alignment. Not only should 
they be parallel, but they 
should also be in the same 
plane. The jig illustrated is 
designed to test these with 
one setting. The connecting- 
rod is held on an arbor, and 
a second arbor placed in the 
wrist pin bearing. Knife 
edges are used to check the 
alignment of the two arbors, 
one pair for parallelism hori¬ 
zontally, and one for vertical 
parallelism, the rod being 
swung from one test position 
to the other. (Motor World.) 


Fig. 3.-One 
method for 
testing for a 
loose bearing 
is shown in 
the sketch. 
Run the car 
over a pit, if ( 
possible, al- 
though the 
bare floor 
will do. 

Raise the car by means of a jack to 
suit the conditions for testing. If the 
rod bearings are to be tried, run a jack 
head against the lower half of the con¬ 
necting rod bearing and work the jack 
handle up and down. The smallest amount 
of play can be detected in this way, 
especially on the main bearings, where 
the presure of the jack is applied on the 
crank shaft against the weight of the car 
and “play.” 

Figs. 6 and 6.—One method of straight¬ 
ening a slightly bent crank shaft is shown. 
This shaft is bent as indicated by the 
dotted line, A, fig. 5, only to a very much 
less extent, the bend not being visible to 
the naked eye except when the shaft is 
revolving in a lathe with a tool or other 
object held stationary, close to the center 
bearing surface. 



Fig. 5—Bent crank-shaft. 


In testing for a bent crankshaft, one 
should not be misled by a bearing surface 
of the shaft that is probably worn out of 
round; the test should be made at the side 
of the bearing where little or no wear is 
liable to take place. 

There are few repair men who will un¬ 
dertake to straighten a bent crank shaft, 
and by many it is claimed to be impos¬ 
sible to make a lasting repair to a shaft 
which is out of true. However, as the 
repairman is occasionally called upon to 
fix-it-up, one means employed is shown. 



The shaft K is fixed between the 
centers C of lathe, blocks B, are placed 
upon the lathe-bed for a fulcrum, and 
a bar of iron R, or preferably of wood, 
is used as a lever. If an iron bar it 
employed a piece of brass, wood or 
lead should be placed between it and 
bearing surface of shaft for protection. 

Assuming that the shaft is bent as in¬ 
dicated by the dotted line A, fig. 5, it it 
pried up with the bar till it assumes the 
position indicated by the dotted line B, 
and while held in this position an assist¬ 
ant holding a piece of brass, M, on the 
bearing surface with one hand, and with 
a hammer in the other, strikes the shaft 
a sharp light blow. 

The bar and blocks are then removed, 
the lathe started, and the shaft tested 
again for results. This treatment is re¬ 
peated again and again until the shaft is 
straight as indicated by the line 0. It is 
generally a long and tedious job, depend¬ 
ing greatly upon chance and the ability 
of the operator of the bar to guess the 
proper amount of pressure to apply and 
the proper place to apply it. 




CHART NO. 257—Testing Connecting Rod and Crank Shaft Alignment. Straightening a Bent 
Crank Shaft. Testing for a Loose Bearing. Removing Pistons. 


*See also, page 659 and foot note page 649. 
















































































REPAIRING AND ADJUSTING. 


647 



Fig. t—All terminals should be 
marked in some simple manner, to 
facilitate the assembly. Price tags 
are used In the above method 



rcm C20SS MCWBCJ? 


Fig. 2—Special puller for removing 
the fan pulley flange from the 
crankshaft. It may only be used 
when the engine Is In the car, and 
Is attached to the flange bolts 





Fig. 5—All Injury to the timing,' 
sprockets Is prevented by the use o<i 
this puller. It can only be used after* 
the timing 'over and chains are off 


Fig. 3—All operations on the clutch 
springs are made easy by the aid of the 
compressor shown. It consists of a 
forked lever, held by a steel wire to a 
rod braced on the engine support. The 
forked lever is also an effective tool for 
removing valves 

The following outline of work will giv^ the reader 
an idea as to how to use system in connection with 
repair work. While the example treats on main and 
connecting rod bearings, still the main features and 
manner of doing the work will apply to other work 
of a similar nature. There is a right time and a 
wrong time to remove each part. The following 
order has been found the most efficient by the 
Overland Service Station in New York and was pub¬ 
lished in “Motor World/' a leading automobile 
publication. 

Indications of Wear. 

Heavy, dull pound—main bearing. 

Lighter knock, usually worse when engine is idling 
—connecting rod bearing. 

(Inspection of the bearings is always essential 
before taking the engine down, as the trouble 
may be somewhere else.) 

How to Determine Where? 

1- Remove pan. 

2- Remove hood. 

3- Draw oil from base. 

4- Remove base. 

6 -Place jack beneath flywheel, and work it up and 
down. Any play may then be felt in the main 
bearings, see fig. 3, page 646. 

6 -Work connecting rod bearings up and down, to 
determine looseness. 

Note—A chain or tackle block, secured to the 
ceiling, is necessary to remove the engine from 
the frame; and some sort of a stand to rest it 


on when removed. These, the standard shop 
tools, and the few special tools described later, 
are all that is essential to efficient work. If the 
connecting rods only are loose, they may be 
tightened without removing the engine from the 
frame. Looseness in the main bearing necessi¬ 
tates a complete removal and tearing down of the 
engine. 

1— Find the trouble. 

2— Study the location of the defective part, and its 
relation to other parts. 

3— Determine the commonsense method of getting at 
the defective part—and do not remove any part 
unnecessarily. 

4— Lay out, either in your mind or on paper, the 
successive steps necessary to do the work. Effi¬ 
ciency demands that you do all possible work on 

one part from one position. 

5— If necessary, mark each part on removal. 

6— Place each part as it is removed, in some syste¬ 
matic order, either in a parts box or on the 
bench. 

7— Check up each part on re-assembling, and make 
certain that all nuts are tight. 

To Remove Engine. 

(Note—Have you got the common tools neces¬ 
sary to do the work right where you can get 
them instantly, or are you going to spend half 
your time running for them?) 

1— Drain radiator. 

(This will be draining while you remove the 
lamps.) 

2— Remove lamps. 

3— Remove radiator hose connections, brace, and re¬ 
taining bolts. 

4— Remove radiator. 

5— Remove all wiring terminals marking each one as 
shown in fig. 1 so that they may be returned to 
the proper binding post. 

6— Remove throttle and spark control, connecting 
steering post with engine base. 

7— Remove oil pipe connections, and gasoline pipe, 
after turning off gasoline. 

8— Disconnect exhaust pipe from manifold. 

9— Remove torsion tube yoke pins from yoke. 

10— Remove bolts from universal casing. 

11— Remove fan belt and pulley retaining nuts oa 
crankshaft flange. 

12— Remove fan belt pulley on crankshaft, using 
special puller shown in fig. 2. 

13— Using rope sling, and chain blocks, hoist engine 
forward, removing it from frame. 

—see next page. 


CHART NO. 258 —Example of Fitting Main and Connecting Rod Bearings of Overland Model 75B 
—Continued in chart 259. (Motor World.) 













































































































































































































































648 


DYKE’S INSTRUCTION NUMBER FORTY-SIX. 


CAM SHAfT 


CEWCEATOE 



PlQ. 6— Accessibility Is essential In en. 
glne repair and necessitates some sort 
of a stand. After removing the crank, 
case base and the cylinder head, the 
•tand Illustrated may be used to hold 
the engine upright or bottom up -J 

—continued from chart 258. 


Fig. 8—Engine (bottom 
side up) bolted to horses. 


14- Drop engine onto two horses, connected by iron 
straps, as shown in fig. 6. 

15- Remove clutch spring bolts as shown in fig. 0. 

16- Remove 3 bolts holding rear support to engine 
base, and take off entire assembly. 

17- Remove clutch. 

18- Mark flywheel and crankshaft flange with cen¬ 
ter punch, so that it may be returned as taken 
off. Remove flywheel bolts and flywheel. 

19- Remove cylinder head. 

20- Remove connecting rod bearings, marking both 
rods and caps so that they may be reassembled 
exactly as taken off. 

21- Remove connecting rod and piston assemblies. 

22- Turn engine bottomside up, and fasten to horses, 
as shown in fig. 8. 

23- Remove timing gear case, exposing timing gear 
and chain. 

24- Turn crank until front and rear throws are at 
top dead center. The distributor should then be 
making contact with No. 1 brush. If not, turn 
crank over once. Then mark face of gears as 
shown in fig. 7 if this has not already been done. 

25- Using puller shown in fig. 5, remove crank¬ 
shaft sprockets. 

26- Remove front crankshaft bearing assembly bolts. 

27- Remove rear crankshaft bearing assembly bolts, 
and draw crankshaft out towards the rear. 

(By careful inspection, get some idea of the ac¬ 
tual amount of looseness in the bearings; then 
remove the bolts holding the halves together, 
completing the tearing down.) 

The Repair. 

(Note—The work of refitting bearings is tedious 
even for the best mechanic. Do not expect to 
fit one bearing in less than two hours, if it is 
badly worn; and do not be disappointed if the 
bearing seems to get worse instead of better at 
the start of the scraping process.) 

1—Carefully file a small amount of metal from the 
face of each bearing cap. To do this, clamp the 
bearing in a vise and holding the end of a fine 
flat file loosely between the left thumb and fore¬ 
finger, the right holding the handle, draw the file 
with the left hand across both edges of the bear¬ 
ing cap, per fig. 8, page 643. Do not remove more 
than .002; try the bearing, and if still loose, file 
again. 


2- Clean both shaft and bearing with watte, 
wet with gasoline. 

3- Paint the shaft with a solution of Prussian 
blue and water. Allow to dry. 

4- Clamp bearing halves together on shaft, 
and turn three or four times with the hand. 

6—Remove. The high points in the bearing 
will be blue, and must be scraped down. 

6- Again clamp the bearing to the shaft, and 
repeat blueing, scraping and testing, un¬ 
til the bearing is properly “spotted in.” 
When spotted in, but litle of the bearing 
half will be untouched by the scraper. An 
equal amount of material must be removed 
from each bearing half; and when prop¬ 
erly fitted, the shaft will register contact 
over practically three-quarters of each 
bearing half. 

7- Replace bearings, after oiling, and be sure 
that they do not bind. A small amount of 
binding may be removed by poening down 
the caps of the bearing with a ham¬ 
mer. When right, the bearings should be 
free enough to be turned by hand with¬ 
out great effort. 

8- Check up the alignment of each piston with 
its rod and bearing, by the use of a ground 
arbor and square, fig. 9, (page 649.) see 
also chart 257. With a micrometer or cal¬ 
ipers, check up roundness of connecting 
rod bearing on crankshaft; and if out of 
round, the best practice is to send them to 
a specially equipped shop for regrinding. 

9- Replaoe crankshaft and crankshaft bearings. 

10- Replace flywheel, making certain that it is re¬ 
placed exactly as removed. 

11- Replace No. 1 connecting rod assembly, and re¬ 
move shims, until bearing binds. 

(This assures that there will be sufficient mate¬ 
rial to permit scraping to a seat.) 

12- If binding is excessive, and the crank cannot 
be turned, replace one pair of shims, after filing. 

13- Clean shaft and bearing, paint shaft with Prus¬ 
sian blue, and proceed with scraping as with 
main bearing. 

14- When bearing is properly spotted in, oiled and 
tightened, an even resistance should be felt when 
turning the crank. 

(First hard, then easy turning indicates a poorly 
fitted bearing or an oval crankshaft. Again 
check with calipers.) 

15- Scrape and tighten each connecting rod bear¬ 
ing in turn, having the others loose while so 
doing. And be sure to follow the marking placed 
on the rod and bearing, so that each assembly 
is replaced exactly as it came off. 

The Reassembly. 

1- Make certain that all nuts are tight, and that 
all cotter pins are in place. 

2- Soak every bearing with cylinder oil. 

3- Replace sprockets on front end of crankshaft, us¬ 
ing a lead hammer, brass punch, or wooden block. 

4- Turn crankshaft until pistons 1 and 4 are at top 
dead center. 

5- Turn camshaft sprocket until point (1), fig. 7, 
comes opposite point (1) on the main sprocket. 

6- Turn magneto sprocket until point (2) lines up 
with point (2) on camshaft sprocket. Distribut¬ 
ing brush should now be in contact with cylin¬ 
der of No. 1 terminal. 

7- Wrap chain around sprockets and fasten the 
master link. 

8 - Replace timing gear case. Use shellac in re¬ 
placing gasket. 

9- Replace fan pulley. 

10- Replace fan bracket and belt. 

11- Slide clutch into place. 

12- Replace rear engine support and bolt into place. 

13- Replace clutch springs, as shown in fig. 3. 

14- Replace cylinder head. See fig. 10, page 649. 

(Note—Carbon should be scraped out, and valves 
reground and adjusted first). 


CHART NO. 259—Continuation of Chart 258. Fitting Bearings. (Overland.) 

Size piston rings on Overland 75B., Overland 85 (first thousand cars) 4V 8 "x%", after first thousand, 

4H”x 1 A" size was used. See page 607 for other piston ring sizes. 











































649 


REPAIRING AND ADJUSTING. 


—continued from chart 259. 

15— Replace base. Use cork packing, and shellac 
only one side. 

16— Swing engine back into frame. 

17— Holding drive shaft up, slip universal into place. 
The block and tackle are required for this job, 
and at least two men are needed; one to guide 
the universals, and one to manage the engine. 

18— Replace universal yoke. 

19— Bolt universals together. 

20 — Bolt engine to frame—and make sure retaining 
bolts are tight. 

21— Replace pedal mechanism, brake rods, etc. 

22 — Connect the exhaust manifold. 

23— Connect oil and gasoline connections. Turn on 
gasoline. 

24— Connect wiring terminals. Make certain that 
marks are followed. 

25— Replace radiator and radiator hose connections. 
Use rubber cement on all joints. 

26— Replace controls from steering column to dash. 

27— Refill radiator. 

28— Place 9% qts. of medium oil in base. 

29— Spend 5 min. checking through all nuts, bolts, 
screws, pins, etc. 

30— Start engine. Do not use starter, but crank by 
hand, or tow car while locked in high, if ex¬ 
tremely stiff. If engine will not start after a 
reasonable amount of cranking, inspect wiring, 


gasoline and spark. But do not continue to 
crank blindly. When started, do not allow en¬ 
gine to race, but allow it to run slowly for a 
period sufficient to remove some of the stiffness. 

I 

31—Replace pan. 32—Replace hood, (from Motor 

World)) 




#3 ~<o>5 


D. 


©6 ©1 ©7 13 

<o> © p <o> <o> © 

[©14 ©8 ©4 ©? ©9 



**Fig. 9 (left illus¬ 
tration). A ground 
arbor and a square 
should be used to 
check up the align¬ 
ment of the con¬ 
necting rod and pis¬ 
ton assembly. This 
should be done both 
before and after 
scraping the bear¬ 
ings. 


Fig. 10 (right illustration). In replacing the cyl¬ 
inder head, tighten the stud nuts in the order shown 
above. This will avoid warping or springing the 
cylinder head, and assure the tightest possible fit. 
No nut should 'be drawn clean down before all are 
set snug. 



How To Measure ^Piston and Ring Clearance. 


Method of measuring piston clearance: Place "in¬ 
side micrometer’’ (1M) in cylinder per fig. 2, and 
determine inside diameter of cylinder. 



piston, per fig. 3, to determine outside diameter of 

piston. 

Then place the "inside micrometer" (IM), fig. 4, as 
shown, in between the outside micrometer, and note 
the clearance.*** See page 651 for clearance. 
Method of finding ring clearance in opening of ring: 
Place piston without rings into cylinder. Then slip 
ring into cylinder behind piston, as shown in fig. 5. 
Pull piston up against ring in order to square ring 
up in the cylinder. If cylinder is worn it is usual¬ 
ly at upper end, see "ring gap clearance," page 609. 


A fthickness gage is then applied as shown in fig. 6 
and distance determined, it As a general rule the 
clearance should be .004" per inch of cylinder di¬ 
ameter. This rule does not hold on patented rings 
as the Leak-Proof ring clearances are as follows: 


2 

to 

3" 

diam., 

.010" 

opening. 

3 

to 

4" 

diam., 

.016" 

opening. 

4 

to 

5" 

diam., 

.018" 

opening. 

5 

to 

6 " 

diam., 

.022" 

opening. 

6 

to 

7" 

diam., 

.026" 

opening. 


This amount of clearance permits the rings to con¬ 
tract without the ends coming in contact, caus¬ 
ing distortion and subsequent scoring. 

To measure ring clearance in groove, see fig. 6. Re¬ 
move all grit and see if groove walls are straight 
and not worn. The rings should fit freely into the 
grooves and should be from .001 to .002 narrower 
than the groove. See also, pages 609, 658, 659, 654. 






£p(?E THPCA0 
SPLIT 


Miscellaneous. 



Fig. 12. 


An expanding cyl¬ 
inder lap, made 
from a worn out 
piston. Head of 
piston is remov¬ 
ed. One wrist 
pin bearing is 
tapped, then split 
piston as shown, 
so that a plug 
screwed into tap 
hole will cause 
piston to expand. 
An old connect¬ 
ing rod and han¬ 
dle is then pro¬ 
vided. Ground 
glass and oil are 
used for lapping 
compound. 


Fig. 12. Truing up 
valve tappets when 
worn, is shown in 



Fig. 11. Piston pin remover: A 
(fig. 11A) is flat iron tapped to 
take screw O. Flat iron bands are 
attached so they can be placed 

around piston, then pressure of 
screw forced against wrist pin 

(piston pin), see also page 650. 

Fig. 13. Valve tappet guide puller 

made of short section of 2" iron 

pipe or any size 

larger in di. than 
guide. A washer is 
then placed over the 
top of pipe. A bolt 
which will go through 
guide hole and two 
nuts, will complete 
the puller. 



) 


* _____ . ____ 

CHART NO. 259-A—Continued from Chart 259. How To Measure Piston and Ring Clearance. 

*See page 698 for explanation of a micrometer. **There are three disalignments possible in piston and connecting 
rod: Off-set in direction of crankshaft; bent to right or left in direction of crankshaft; a twist in connecting 

rod— se e also pages 659, 646. tSee pages 699, 697 for Thickness Gage explanation. 

ttFord ring gap clearance: Top ring .004 to .008"; center ring not over .012"; bottom or oil ring .010". 
since it is necessary that a small amount of oil work up between piston and cyl. wall. tSee page 651 for 

"average piston clearance." ***This clearance can be measured with a thickness gage, per page 699. 












































































































650 


DYKE’S INSTRUCTION NUMBER FORTY-SIX. 


Lapping Tools. 



Figs 1 to 6 inclusive shotting various tools for lopping pistons and rings 




Fig. 22—For removing piston pin or bushings, a 
rod is turned to slide freely through bushing and 
then threaded S. A. E, standard. The pulling bush¬ 
ing is made slightly smaller than hole in piston, see 
also, page 649. 


Fig. 2 shows a simple design of an expanding 
tapper. Such a tool as this may be used in the 
drill press, an up and down and rotary motion being 
supplied at the same time. Fig. 1 shows another 
tool of this type. Its construction is readily un- 
,, derstood. 

An expanding piston tapper which may be used 
for lapping rings or cylinders is shown in fig. 3. 
The two operations should not be simultaneous, 
however. When the cylinders are slightly scored, 
the marks should be removed first and then the 
new rings should be lapped in. 

When no piston is available the rings may be 
lapped between two blocks of wood as shown in 
fig. 4. 

Rings may be placed in an old piston. A new 
piston should not be used because it will wear 
away to some extent and this is objectionable. 

Fig. 5 shows how the lapping is accomplished. 
Another method is to cut off the head of the pis¬ 
ton and use the wristpin for a handle, as shown 
in fig. 6. 

Fig. 7 shows a simple expanding lapper made 
from an old piston. A piece of tubing is brazed 
into one piston boss and another tube to fit snugly 
inside of it is brazed into the other boss. The 

two halves are kept in line by slotting the two 

tubes and inserting the member shown at the 
bottom of the sketch in these slots. Adjustment 
is obtained by screwing out on the screw as 
illustrated. 

Fig. 8 shows how a cylindrical block of wood, 
closely fitting the cylinder bore, may be used 
when an old piston is not available. Emery and 
oil are put on the cylinders and the lapping pro¬ 
ceeds in the ordinary way. Grooves are cut in 
the surface to aid in the distribution of the 

abrasive. Adjustment for wear is provided by a 
slit which is opened by a wedge. 

Fig. 9 consists of a tapered arbor over which 
is placed a lead sleeve; the position of the sleeve 
determining the exact diameter of the tool. The 
arbor has a key which prevents slipping. The 
sleeve is cast in place and then the slot is cut to 
receive the key. The expansion of the tool is 
accomplished by driving it further up the arbor. 
Reduction in size is obtained by moving it in the 
opposite direction and compressing it. 

Lapping Pointers. 

If the cylinder surfaces are in good condition 
only the rings need be lapped. The purpose in 
lapping the rings is to make them fit tightly against 
the cylinder surfaces. 

The lapping process consists in moving the rings 
back and forth in the cylinders in the presence of 
a mixture of ground glass and cylinder oil, or car¬ 
borundum and cylinder oil.* The abrasives should 
be the finest obtainable, (see page 658.) 


v/fttST Pin 


c* 


When the rings bear all around, the work is finished. This can 
be seen with naked eye. 

If the cylinders are slightly scored they should be lapped with 
an old piston. It is not desirable to use a new piston because it 
will be worn away and for the same reason new rings should not 
be used in the piston during the lapping process. 


Fig. 20—Another piston lap¬ 
ping handle: When it is desirable 
to lap a piston of a detachable- 
head engine without removing the 
cylinder casting, the tool shown 
is a time-saver. It is made of or¬ 
dinary %-inch pipe, a T at the 
lower end slipping over the wrist- 
pin of the piston. The wristpin 
used in lapping should be made of 
fibre, as a metal one is likely to 
score the cylinders. Ground glass 
and crocus mixed in equal parts 
is used at the finish and ordinary 
valve grinding compound at the 
•tart. 


If cylinders are badly scored an old piston w'ith old rings should 
be used and after all marks are removed the new rings should be 
lapped in place, using an old piston. 

When the cylinders are badly scored an expanding lapper may be 
used instead of the old pistons, (see page 649.) 

Aluminum pistons cannot be treated in the same way as cast iron 
because they are too soft. High spots on the pistons may be re¬ 
moved by means of a semi-cylindrical brass lap shown, into which the 
piston fits. 

Removing a Cam Shaft—Dodge as an example. 

To remove the camshaft the radiator must be taken off and then 
the front gearcase cover. The camshaft may then be pulled out 
after the valve push-rods are tied up so as not to catch the cams as 
they slide by, and after the camshaft retaining pin (which will be 
found on the right side of the motor directly back of the ignition 
unit) has been removed. This pin fits in a deep groove in the center 
journal. In the first 40,000 or 50, 000 cars the pin was held in place 
by a setscrew, but the newer cars have a spring. 


I 


CHART NO. 250-B—How to Lap Pistons and Piston Rings. 

■“Another lapping compound for piston, rings, etc., is engine oil or coal oil and flour of emery. For a very 
fine finish use valve grinding compound secured at supply stores. It is often made of crocus which is finer 
than emery and is usually used on razor straps. The best compound for this purpose is the Clover Lapping 
Compound—see foot note, page 630 and write for free pamphlet. 
























































































REPAIRING AND ADJUSTING. 


651 


—continued from page 645. 

67 per cent. This cuts down side pressure or thrust 
on the walls of the cylinders and reduces friction and 
the consumption of lubricating oil. The great heat 
conductivity of aluminum alloy lessens the carbon de¬ 
posit on the piston head and the deposit is more easily 
removed. In case of extreme heat it is claimed the 
lynite piston will not “score” or cut the cylinder 
walls. It is a proven fact, that the lighter the piston 
the quicker it will operate, therefore greater speed and 
flexibility rs the result. 

♦The main drawback however, is the “slap” which 
often occurs as explained on page 637, unless the 
pistons fit or the clearance is exact. When cold, the 
clearance of an aluminum piston is considerably more 
than cast iron, therefore until engine is warmed up 
there is more or less slapping noise. As the heat 
increases however, the piston expands and the noise 
disappears. 

The writer knows of one instance where the lower 
part of an aluminum piston which had a tendency to 
slap, was grated with a file, like a nut-meg grater, 
this reduced the noise to a considerable extent, due 
to the fact that the clearance space was reduced by 
the roughening process. 

**Piston Clearance. 

A piston does not fit the cylinder wall tightly, 

if it did, it would seize and stick when it was 
heated, as it expands with heat. 

The piston rings fit tight however, but being 
split and of spring tension, they fit the cylinder 
at all points—or at least they should. For this 
reason clearance must be allowed between the 
wall of cylinder and piston, per measurements 
below. 

tCast iron pistons require about V 2 the clear¬ 
ance than those made of aluminum alloy, because 
they do not expand so much under the same 
degree of heat. 

More clearance is required at the top because 

here the heat is greatest, therefore greater ex¬ 
pansion. 

If pistons are fit very close to cylinder it 

will run very quiet but may heat and stick and 
cause engine to slow down or stop if driven at 
a high speed. In fact all new engines should 
be driven at moderate speed for the first 1000 
miles—see pages 203, 489, 655. 

If pistons are fit moderately loose, they may 
“slap” until heated up, but this will hardly be 
noticeable if kept well oiled—regardless of hard 
work or fast running. The practice is to give 
greater clearance for higher speed. 

The clearance of cast iron pistons is usually 
graduated, for instance, refer to fig. 24. The 

piston is ground straight 
from the skirt bottom up 
to the top of D, as shown 
at L. 

This part is groirnd so as to 
allow approximately .001" 
clearance for each inch di¬ 
ameter of piston. 

From D to C it is relieved 
.004" additional; from C to 
B, .012" in addition to the 
ground diameter of the low¬ 
er part of piston. 

tLynite (aluminum alloy) pistons should be given 
twice the clearance as cast iron. Semi steel pistons 
(seldom used in auto work) expand slightly more than 
east iron. 


Questions on Pistons and Rings. 

(Ql) How many rings are generally used! 

A—3 or 4. 

(Q2) How many rings are generally used on racing 
car engines ? 

A—1 or 2. (See reason on page 587). 

(Q3) What clearance should cast-iron pistons have on 

an average? 

A—.001 per inch of piston diameter. 

(Q4) What clearance should aluminum-alloy pistons 
have on an average? 

A—.002" per inch of piston diameter. 

(Q5) What is the method for reboring cylinders? 

A—See pages 653 and 654. 

(Q6) What is the difference between concentric and 
eccentric piston rings ? 

A—A concentric ring is one of equal thickness 
throughout its entire circumference. An eccen¬ 
tric ring is not.—At a point (e, fig. 2, page 655), 
opposite the split in ring, it is made thicker. 

(Q7) What is the advantage of eccentric rings? 

A—Unless a piston ring bears with equal tension on 
the cylinder wall at all points of its circumfrence, 
the compressed gas would pass at the point 
where it did not bear and thus leak compression. 
A ring is subjected to considerable heat, at which 
time it may loose its tension at some point of its 
circumference. Some claim by making a ring 
eccentric, it will retain its tension under heat 
more so than a concentric ring. 

Others claim that if a concentric ring is made of 
the proper material it will retain its tension. 
Most all of the patented rings are concentric, 
in fact the majority of plain rings (fig. 5 and 
6 , page 655) are concentric. Sometimes two con¬ 
centric rings (patented type) are fastened to each 
other so as to have the split diametrically op¬ 
posite each other, as per the Leak Proof, page 
655. The Inland (see pages 655, 609) is a one 
piece concentric ring with a long lap. Some 
advantage is claimed for concentric rings over 
eccentric rings, for instance, the carbon that 
accumulates back of the ring will tend to lock 
an eccentric ring sooner than a concentric ring, 
thereby preventing the natural shifting of the 
ring around the piston grove. 

(Q8) Are all pistons fitted .001" per inch piston dia.? 

**A—No, one concern state that they give .002" to 
.003" clearance to passenger car engines; .003" 
to .004" to truck engines and .004" to Are ap¬ 
paratus engines, regardless of diameter. Where 
engines run for long periods under full power 
they require more clearance than others. 

(Q9) What troubles result from too loose a piston? 

A—In addition to a “slap” and wear of cylinder 
wall, the gasoline will pass into crankcase and 
thin the oil, thus injuring the bearings. Will 
also pump oil, causing carbon and smoke. 

(Q10) What is meant by “squaring” the piston? 

A—When fitting pistons in cylinder, if the cylinder 
blocks are not lowered carefully, the connecting 
rods will be slightly bent, or if in scraping a 
bearing, one side is higher than the other the 
piston will set at an angle. It is very important 
that pistons be in perfect alignment—see pages 
659, fig. 3, and 646, fig. 1. 

(Qll) What are pistons usually made of and what is 
meant by “seasoning” and “heat-treating”? 

A—Pistons are usually made of cast iron, then not 
machined for a long time, to allow it to set so 
it will not change its shape, or not contract so 
great when cold and expand so much when heated, 
thus permitting maximum clearance, to reduce 
slapping when cold. Heat-treating is supposed 

to have the same effect as long seasoning. 

(Q12) How are pistons machined? 

A—They are turned down to within .005" of size, 
then ground to exact size on a special grinding 
machine. On high grade engines the pistons 
are seasoned or heat-treated then turned and 
ground to fit each cylinder individually. On 
some of the cheaper grade engines they are not 
always heat-treated or seasoned and are made 
in quantities and the assembler fits the pistons 
to cylinders as they come. 


C~'- 

B 




1 

Z ZZ2 

EZ 

u 


, C* _* — > 


FIG 24 



U' 


r a 


♦See page 638 fig 7 for Franklin method for remedying aluminum piston slap. The Sterling engine (used on 
the Scripps-Bootli which has aluminum alloy pistons) has a strip of piano felt placed under the lower piston 
Manufacturers of aluminum alloy pistons: Butler Mfg. Co., Indianapolis, Ind 


ring. 


tVaries with different manufacturers, see also page 649. 

**The amount of clearance depends upon the speed of engine, efficiency of cooling system,_ type of water circula¬ 
tion length of water jacket. If engine is “hot-running” or heats quickly, clearance is increased proportion¬ 
al’ If “cool-running,” give less clearance. It will vary, depending on above* conditions—see also page 
649 'and foot note page 653. Ford piston is .010" smaller at, head than skirt and should have .003 clear- 
see also page 791 Air cooled cylinders usually expand outward, which equalizes with the expansion 


of °piston! “Therefore t'hV same" raTio' applies. See page'609'for fitting “oversize pistons”. 


























652 


DYKE’S INSTRUCTION NUMBER FORTY-SIX. 



Fig. 6—How to remedy spark¬ 
plug fouling from use of too much 
oil. For convenience the drawing 
has been divided in quarters to be 
designated as 1 2, 3 and 4. 



Fig. 8—Another suggestion: To 
cure excessive lubrication to which 
some old cars are suh»«ct to, the 
pistons should have i narrow 
groove turned in the skirt with the 
lower edge of the groove beveled. 
With a No. 80 drill about six holes 
are drilled at equal distances 
around the piston and at an angle 
through the groove The sharp 
edge at the top of the groove acts 
as a scraper and the surplus oil 
passes through the drilled holes, 
returning to the crankcase. No 
ring is placed in the slot. see 
chart 286-A, and page 202. 



Fig. 9—The collection of carbon 
on the top of the piston head is 
often greatly accelerated by the 
lathe center mark in the head, and 
where possible this hole should be 
avoided or filled up. It is the 
starting point at which the carbon 
begins to collect and soon there is 
a mound at this point. The rapidi¬ 
ty with which carbon collects can 
be greatly reduced by smoothing 
the walls of the combustion cham¬ 
ber, especially the top of the pis¬ 
ton. The surfaces should be pol¬ 
ished with emery and crocus cloth. 


Remedying Excessive Oil with Piston. 

At 1 fig. 6, at A,is shown a popular method for overcoming 
some of the troubles due to an excess of oil. . Note the chumfered 
lower edge of the second ring groove, B; 1-32-inch holes are drilled 
from the chamfered edge to the inside of the piston. . This is for 
return flow of the excess oil. An extra large hole in each side 
over the piston pin bearing and running into same will improve 
its lubrication and insure long life. The number of small holes 
around the chamfered edge should be determined by the extent 
of the fouling. 

At 2 is shown the chamfered lower edge of the second ring 
groove and the small holes drilled through piston in the recessed 
space about the middle. Here, as at 1, the number of holes should 
be determined by the extent of the fouling. 

At 3 is shown the chamfered lower edge of the bottom or oil ring. 
This very simple method is highly successful, a great deal easier to 
perform and is the one employed in the repair shops of the 
various Ford branches. 

At 4 is shown the method employed in 1, as applied to the lower 
ring. Ford pistons before the latter half of 1913 did not have this 
lower oil ring, therefore the ring wear and travel is limited to the 
space covered by the three top rings. Since this leaves a 6pace 
a couple of inches high at the bottom of the cylinder which remains 
smaller than the top, it will be seen that over-size pistons that will 
fit the top will not go through the bottom of the cylinders and if it 
is desired to cut these in it will be found necessary to lap them 
in. Lapping should be done with an old piston, the rings left in and 
‘pinned to keep them turning with the piston. Lapping is best done 
by power under a drill press with a dummy rod tapered to fit the 
press. The piston should be rotated and raised and lowered twenty- 
five to thirty times per minute. 

Oversize pistons are not needed where any of the above methods 
for correction of fouling are used—their only function in such cases 
being to lessen the noise from piston slap. It is safe to say that 
a set of cylinders which offer objectionable noise from piston slap 
have been neglected in the matter of lubrication or are very old 
in service and in such cases the connecting rod bearings are always 
out-of-round in direct proportion to the wear of the cylinders and 
it will be found impossible to keep these rods tight and thus do 
away with the noise, loose rods occasion. (see also page 202.) 

Cause of Smoke and Indications of Color. 

If the vapor is black and foul smelling it is caused by too rich a 
mixture (too much gasoline) ; this can be remedied in carburetor. 

If the smoke is white or blue, the engine is supplied with an 
excess of oil. 

If smoke is gray, there is too much fuel as well os a surplus of oil. 

The reason an engine excessively supplied with oil smokes is that 
if there is too much in the crank case the entire lower portion of 
connecting rod will dip into it and the lubricant will be forced 
into the cylinder to work by the rings on the piston, then into 
the combustion chamber. If there is surplus of oil, more than what is 
needed, then a remedy is to chamfer and drill holes as shown in fig. 

6 , and 8 (also page 202) these having a right angled edge at the top 

side and sloped toward the base, so as to scrape the oil from the 
walls on the down stroke. 

Another method formerly used was a baffle plate 
as shown at BP in fig. 10. This is a simple plate 
of sheet metal in which a slot is cut, through 
which the connecting rod works, thus preventing 
an excess amount of oil finding its way into the 
mouth of the cylinder. 

If spark plugs are constantly oil soaked, this 
indicates leaky piston rings. The oil passes the 
rings, hence the cause. It can also be caused by 

the “piston pumping’’ oil as explained on page 

653 and below, even though ring is a good fit. 

Vacuum Cause of Piston Pumping Oil. 

When you see blue smoke issuing from the exhaust it indicates too 
much lubricating oil is being consumed. 

If this occurs regular at all speeds, it is generally due to piston 
rings. 

If only occurs when engine is run at low speeds for long periods, 
or idling at the curb, it is due to either cause as follows: 

When engine is run fast a vacuum is not produced in the cylinder, 
because so much gasoline and air is drawn into cylinder. 

When engine is throttled down only a little air is allowed to enter, 
therefore more of a vacuum is produced. The tendency being for the 
vacuum to suck up oil from crank case past the piston rings. 

You no doubt have seen many a car start off from a standstill 
after the engine has been running slowly for a time and watched 
clouds of smoke coming from the muffler. Gradually, as the car 
gets under way the smoke gets less and finally no smoke is evident, 
unless the mixture should be too rich, in which case the smoke is black. 



CHART NO. 2G0—Piston Relation to Smoke and Excess Oil—Cause of Smoke and Color. 

• See also, page 202, 793. 




































































































REPAIRING AND ADJUSTING. 


653 


Relation of Piston and Rings to Smoke 
and Excess Oil. 


This subject is treated in chart 260 and 
below. Note that while rings may be in 
good condition, yet it is possible to pump 
oil past them by action of the piston. This 
is very common on some engines. 

*Piston Pumping Oil. 

Quite often the combustion chamber will be 
constantly oil soaked, thereby keeping the 
plug fouled and cause missing. The front 
or rear cylinders are prone to this and it 
appears that it is duo to the fact that a 
necessary amount of oil must be carried in 
the crank case and when car i3 going up or 
down hill the rear or front cylinders get an 
excessive amount of oil and the piston as¬ 
sists by pumping it past the rings. This is 
common where there is excessive clearance, 
especially in old engines and quite often in 
new ones, where there is excessive clearance 
to begin with and poor fitting rings in addi¬ 
tion. 

Another common cause—is too high an oil 
pressure. It is by no means unusual to see 
pressures of 30 lbs. employed. 

Very few people are aware of the fact 
that the piston and cylinder walls in a well- 
designed engine should not be placed in the 
actual path of the big-end splash. 

At ordinary engine speeds the inside of 
the crank case is in a condition of what can 
be aptly described as “oil fog/’ and al¬ 
though all the crankshaft bearings are fed 
directly with liquid oil, the cylinder itself 
should be supplied by “fog” only, which is 
much denser than one might imagine and 
quite equal to its work in this respect. 

Any actual splash which gets on the 
walls simply leads to waste and carboniza¬ 
tion through the oil getting past the rings 
into the combustion head and being burnt. 

Another method adopted by many, is to 
taper off the top of piston so that the oil 


instead of gathering on the head will gather 
in the space around the outside diameter 
between piston and cylinder walls, where 
it does the most good. 

A third cause of oil waste is to be found 
in the piston rings. 

If worn slightly oval they will cause leak¬ 
age if their position is not rigidly 
maintained. 

It is always advisable, therefore, to pin 
them, and the best way to do thi 3 is to drill 

and tap the cen¬ 
ter of the ring 
groove and screw 
in a fillister head¬ 
ed peg or screw; 

Fig. 3—A pinned piston thig head is now 

rin ff- filed in half and 

one of the steps of the ring lengthened to ac¬ 
commodate it. The edge of the step prevents 
the peg unscrewing, and a very permanent 
and satisfactory fixture is assured. 

Under racing conditions, where the piston 
is a very slack fit and a minimum of fric¬ 
tion essential, a slight advantage in engine 
speed is obtained by using a surplus of oil, 
for it is well to explain that in describing 
these various methods of reducing oil con¬ 
sumption the ideas aimed at are (1) econo¬ 
my and (2) prevention of rapid carboniza¬ 
tion. It is not intended to convey that any 
actual mechanical barm is done to the en¬ 
gine by over-oiling. 

Remedy. 

Where there is excessive clearance a good 
plan is to make the ring act as a scraper 
and beveling off the edge of it’s groove as 
explained on page 662. 

The lower and exposed edge of the ring 
catches the oil during the down stroke, and 
forces it through the holes back into the 
crankcase again. 



**Cylinder Reboring, Reaming and Grinding. 


When an engine runs without oil, the 

cylinder wall may become scratched or 

“scored.” (see page 202 and 609). 

In fact, cases have been known where cylinder 
was getting plenty of oil, yet rings being loo*e, 
the flame from combustion would work past the 
loose ring and prevent it from receiving proper 
lubrication, causing it to heat and cut cylinder. 

Cause of a scored cylinder is frequently 
due to a loose piston pin, which scores, or 
cuts cylinder wall, thereby permitting a 
leak between wall of cylinder and ring. 

**A scored cylinder can only be remedied 
by reboring, reaming, or grinding and this 
is a job that ought to be done where a spe¬ 
cial reboring or regrinding machine is in¬ 
stalled. When a cylinder is enlarged, over¬ 
size pistons and rings must be fitted, (p. 609). 

**If cylinders are not scored too deep 
they can be lapped in with an old piston 


covered with oil and emery, per pages 650, 
649, or scores can be filled, if cylinders are 
not out of round.** 

The first troubles caused by worn or 
scored cylinders are fouled spark plugs and 
excessive carbon deposits duo to oil leak¬ 
ing past the piston and rings, compression 
also escapes by the worn parts, causing loss 
of power and wasting gas and oil. A very an¬ 
noying knock or clatter known as “piston 
slap”, soon developes. The longer the en¬ 
gine runs the worse this condition becomes. 
An engine in this condition is not only 
wasteful but also very noisy. 

tS. A. E. Standards for Oversize 
Pistons. 

There has hitherto existed no uniform 
practice as to the amount of metal removed 
in regrinding worn cylinders, with the re- 


tThe S. A. E. has never adopted any standards for piston clearance because the difference in mate¬ 
rials, in cooling, and design of both pistons and cylinders, affect the amount of clearance necessary, 
see foot note, page 651. 

*See also "vacuum cause of piston pumping oil," page 652. **There is now a process of filling up 
cylinder scores with copper or solder, thus saving time of reboring, etc. This process is quite satis¬ 
factory if the score is deep enough so it can retain the filling, for instance, oyer A" deep and 
cylinder is not out of round—if under this, then cylinder should be ground, or if very slight and 
cylinder is not out of round they can be lapped. Write H. & H. Machine Co., St. Louis, Mo., for an 
instructive pumphlet on grinding. 






654 


DYKE'S INSTRUCTION NUMBER EOKTY-SIX. 


suit that difficulty is experienced in securing 
new pistons of correct size, from the manufactur¬ 
ers. 

With a view to eliminating all unnecessary 
expense and delay, the following standards have 
been accepted by the society and can be obtain¬ 
ed from most engine manufacturers. 

10 thousandths inch (.010") large for 1st 

20 thousandths inch (.020") large for 2nd 

30 thousandths inch (.030") large for 3rd 

40 thousandths inch (.040") large for 4th 

The meaning of 1st, 2nd, 3rd and 4th is this; if 

cyl. is scored or cut, say .009 inch deep, then bore it 
to fit a .010 inch oversize piston. If cut .011. then 
bore it for a piston .020 inch—but not between the two. 
In other words quite a number of auto manufacturers 
furnish pistons larger than their standard product by 
increments of .010 inch, thus making it possible to re- 
grind scored or worn cylinders to these S. A. E. stan¬ 
dards and procure pistons from stock. 

Questions On Enlarging Cylinders. 

Ql-When should a cylinder be enlarged? 

A—When it is out of round more than .003" or when 
cut or scored. 

Q2-How can you tell if it is out of round? 

A—By measuring with an “inside micrometer’’ per 
page 649. 

Q3-Suppose it is not out of round but cut, should it 
then be enlarged? 

A-No; it can then be “filled’’ as per foot note, 
page 653, also page 609. 

Q4-How much should it be enlarged if out of round? 

A—Enough to have it .perfectly true. See also, top of 
this page and page 609. 

Q5-How is a cylinder enlarged? 

A-By grinding, boring, reaming, or lapping. 

Q6-Which is the best? 

A-Grinding. To grind a cylinder however requires 
a very expensive equipment, at least $2,000. Bor¬ 
ing, on a special boring machine is next best and 
the equipment is very reasonable. See fig. 2, page 
615. Reaming is third best, lapping would come 
fourth. See page 650 relative to lapping. 

Q7-How is a grinding machine operated? 

A-Grinding is done on a special grinding machine, 
employing a wheel made of abrasive' material 
revolving at a high rate of speed on the end of 
a rigid spindle. The spindle at the same time 
moves in a circular path so that the revolving 
wheel travels around the hole. The path of the 
spindle is adjustable to the diameter of the hole. 
The cylinder is held stationary and a multiple 
cylinder block can be ground without moving 
it, thus insuring that all cylinders are perfectly 
round, smooth, straight and square with base of 
cylinder casting. Grinding gives a true smooth 
surface and no matter how hard or soft the mater¬ 
ial the grinding wheel will grind it just the same. 

A lathe tool cannot leave a cylinder as smooth 
as a grinding wheel. 

Q8*-How are cylinders bored? 

A-By placing in a lathe; by placing in a drill press; 
by placing in a special boring machine. 

When placing a cylinder on the face plate of a 
lathe a long boring bar is used. The cylinder, 
unless clamped securely will move and ruin the 
job. Other disadvantages are that the long bor¬ 
ing bar is likely to vibrate or jump and slide over 

**Piston 

A piston must b6 fitted with piston rings. 

The piston is slightly smaller than the bore of 
the cylinder (page 651), in order that it will not 
stick to cylinder wall (call seizing), when it be¬ 
comes hot and expands. 

Ring grooves are provided on pistons for the 
rings (see fig. 4 and 6, page 74). The grooves 
are slightly wider than the ring. For instance, 
the Ford ring is wide and the width of the 
groove is one and one half thousandths wider 
(clearance). On the Dodge, the ring is tV' wide 
and groove has a clearance of one and one half 
thousandths. See also, page 649. 

If a ring groove becomes worn, and is over 
.005" clearance then the piston can be put in the 


a hard spot without cutting. Furthermore, the 
cylinder must be moved anil reset on the fuco 
plate, if a multiple cylinder block, thus requiring 
skill to bore each cylinder straight with its base. 
A la the tool cannot leave a cylinder as smooth as 
a grinding wheel. When placed in a drill press, 
this is better than on a lathe, as the cylinder 
does not revolve, and can be held more securely, 
but otherwise there are the same disadvantages. 
When placed in a special boring machine the work 
can be done better than on a lathe or drill press, 
as the cylinder is held securely in place and the 
boring bar spindle is very heavy and rigid. 

Q9-How are cylinders reamed? 

A-Cylinder3 can be reamed on a drill press (see fig. 
65, page 792), or by a small reaming outfit which 
can be attached to a cylinder block. The disad¬ 
vantage of reaming, to enlarge a cylinder, is the 
tendency for the reamer to follow the course of 
the old hole, thus preventing it from making a 
new and perfect hole. It is also necessary tw take 
a deeper cut than would be necessary if grinding. 

QlO-Is it necessary to fit larger pistons when a cyl¬ 
inder is enlarged? 

A-Yes, oversize pistons must be fitted as per page 
609, also oversize rings fitted to piston. 

Qll-Would you advise sending cylinder to a specialist 
to regrind and do you advise having the entire 
block reground? 

A—Yes—see page 651, 609. If you wish a perfect¬ 
ly balanced engine it is best to have the block 
reground, especially if engine has been run 20,000 
to 30,000 miles. Also have oversize pistons ground 
to fit each individual cylinder. The H. & H. 
Machine Co., St. Louis, Mo., are fully equipped 
for this work. Read answers to Q12, 11 and 10, 
page 651. See also, page 609. 

Q12-What are the symptons of a worn or cut cylinder? 

A-Lack of power, heavy fuel and oil consumption, 
smoke, fouled spark plugs, and a piston slap. 
See answer to question 9, page 651, which is a 
similar trouble. See also, page 609. 

Q13-Where do cylinders usually wear? 

A—In the space where the rings travel. If piston 
is loose, then the constant pressure from explosion 
force will wear the cylinder on one side, near 
the top, due to the piston striking the cylinder 
wall at an angle. 

Q14-Isn’t it possible to fit oversize rings to a worn 
cylinder? 

A-Yes, but it is not altogether satisfactory because 
the wear is usually where the rings travel and in 
order to fit the rings, they must go in at the 
open end which is not worn. In this instance 
the rings are filed at the gap so they will pass the 
lower part, then they open up at the point where 
cylinder is worn. If cylinder is oval, then no 
round ring can fit it true. 

Q15-Is it advisable to lap oversize pistons to a worn 
cylinder? 

A-The piston or lapping tool is sure to follow the 
oM hole ; thus while lapping may improve con¬ 
ditions, it is impossible to make the cylinder per¬ 
fectly round, if it is out of round. If cylinders 
are perfectly round and pistons are two small 
then oversize pistons can be fitted. 

Q16-Are all high grade engine cylinders ground? 

A-Yes, and heat-treated, or seasoned castings used 
and ground pistons fitted to each individual cyl¬ 
inder. Most all cylinders, when new are first 
bored to within about .005" of size and then 
ground. Read answer to Q12, page 651. 

Rings. 

lathe and groove widened to take a oversize 
width ring. 

Depth of grooves average about The 

average thickness of a ring is g V\ thus’there is 
* deeper groove. On some of the V type 
engines the grooves are shallow. The rings are 
about %" thick and groove depth is about 
or fiV' more. 

If the groove is too large there will be a com¬ 
pression leak between the groove and the ring. 
Tf two narrow, the ring will stick in the groove 
and not exert its tension against cylinder wall. 

The ring gap is provided on all rings in order 
that it can be fitted to the piston groove and so 
it can expand and exert tension against the cyl- 


*A re-boring attachment can be secured of the South Bend Lathe Works for use on T o, , „ * 

inch and larger size. A circular descriptive of this attachment can be secured hv °l 

Lathe Works, South Bend, Indiana—if you mention this hook secured hy writing to the South Bend 


‘■“♦The size of piston rings used on leading cars is not mentioned in this book but tbo $ k . 

inder of leading cars is given on pages 544 to 546 and the size of rings for some of the n W nfn I i b ° r6 - ° f cy ' 
*n page 607. Some of the piston ring manufacturers supply lists of sizes °. model C3rs 18 “ lvon 



REPAIRING AND ADJUSTING. 


655 


inder walls. There are several kinds of ring 
gaps for instance, see fig. 5 and 6. Fig. 5 gap is 

called a. 1 ‘ step-joint ’ ’ gap and 



fig. 6, a ‘ ‘ mitre-joint ’ ’ gap. 


Mitre-cut ring 


Another kind of joint is shown 
on the Inland, page 609 and 
this page, which is a long 
“bevel lap joint”. There are 
many other kinds of joints or 
gaps used on the various 
patented rings. The step-joint 
is used most. 


When the ring is in the cylinder, the gap clearance 
is very slight (see page 649), otherwise, if it were too 
great, there would likely be a leakage of compression 
through the gap, or if all of the gaps were in line, 
when in cylinder then it is likely that there would 
be a leakage of compression from combustion chamber 
to crankcase through the gaps and inasmuch as the 

rings are free to work in their grooves, the common 
belief is that the rings move, or work around in the 

grooves until they are all in line at one time. How¬ 
ever, this is improbable as well as probable, for if 

the rings thus work around, they are likely to con¬ 
tinue working and if originally placed on the piston 
equal distance apart, (see page 659), then there is 
not much chance for all of them to get in line at the 
same time. 

Before the advent of the patented ring, the rings 
were pinned, that is, the gaps were first placed 120° 
apart on the piston and then the ends of rings were 
notched with a fine round file, so that the semi-circular 
notches just closed over the pins (see fig. 3, page 653). 
The pins were a source of nuisance in high speed en¬ 
gines and unless great care was exercised in screwing 
or fitting the pins tight into the piston, they would 
loosen and project and cut the cylinder wall, thus 
this practice was abandoned to a certain extent. Pins 
are still used on many large, slow speed engines and on 
two cycle engines. There is no doubt but what the 
pins had the advantage of insuring against their getting 
in line as well as having disadvantages. The growth 
of the popularity of all kinds of patented rings with 
gas type joints has thrived on this claim as well as 
the claim that the patented ring exerts equal pressure 
at all points of its circumference. For instance, note 
the long lap of the Inland ring and the construction 
of the Leak Proof ring. 


It is important that a piston ring exert equal 
pressure or tension against tfye cylinder wall at 
all points of its circumference and right here is 
one of the most important duties of a piston ring. 
If it fails to do this, then the part of the ring 
which does not press against the cylinder wall is 
bound to permit the compressed gas to pass into 
the crankcase. 

The concentric ring (fig. 1) is one of equal 
thickness throughout its entire circumfrence. 

The eccentric ring (fig. 2) is made eccentric 

(thicker), at one point, 
as shown at e. 

Some manufacturers 
claim that the concentric 
ring will maintain equal 
tension under heat, if 
made of the right mater¬ 
ial and others claim that the eccentric ring is 
the best—see Q7, page 651. 

A very popular step-cut concentric ring is the “ham¬ 
mered ring’’, made by the American Hammered Ring 
Co., Baltimore, Md. This ring looks very much like 
the one shown in fig. 5. except the inside of ring has 
been hammered or peened, with hammer marks. The 
makers claim that this operation causes the ring to 
have equal tension at all points of its circumference. 
This make of ring is used on the Buick, Dodge, Pierce- 
Arrow, Locomobile and Stutz engines. Another peened 
ring is made by the Wasson Piston Ring Co., Plain- 
field, N. J. 

The average life of a plain piston ring is 
about 10,000 miles. A piston ring is made of 
slightly softer metal than the cylinder. 

There are usually three piston rings above 
piston pin and quite often an oil groove is in 
the skirt of piston. On many engines, there 




are three piston rings above the piston pin and 
one ring below the piston pin. On the Ford, 
there are two piston rings above the piston pin 
and one below. See p. 791, fig. 17, and note how 
the Ford rings are tapered in order to prevent an 
excess of oil getting to the combustion chamber. 

The ring below the piston pin is for two 
purposes: (1) To prevent piston slap; (2) to 

keep oil down and is often called the oil ring. 

Therefore, we might term the rings above 
the piston pin, the “compression rings” and 
below, the “oil-ring”. The oil-ring is usually 
given slightly more clearance at the gap,—see 
foot note, page 649. 

If piston pumps oil and the spark plugs are 
constantly oil soaked, then the oil-ring should 
have holes drilled in the groove behind the lower 
ring, as per pages 652, 202. 

On these pages, it will be noted that the oil holes 
are in the ring groove above piston pin as well as be¬ 
low. The practice is to first drill holes in ring groove 
below piston pin and if this does not relieve the excess 
oil to combustion chamber, then do the same with 
first ring above the piston pin. 


When fitting new rings to a piston be sure that all 
the other cylinders have good compression, otherwise, 
the cylinder with good compression will have a rich 
mixture and those with poor compression, a leak 
mixture with result engine will not idle properly. 


When fitting rings and pistons, be sure that 
ring grooves are clean and that piston is per¬ 
fectly round. If piston is slightly oval, squeeze 
it in a vise, the jaws of which are covered with 
copper or lead, or tap piston gently with a raw- 
hide mallet or wood. 

Before putting cylinders on, see that the pis¬ 
ton pin set screws are tight; put oil on piston; 
see that piston and connecting rods are in align¬ 
ment as per pages 659, 646. 

After completing the job, put plenty of oil in 
crankcase; enough so that not only the oil pan 
will be full, but enough above oil pan so con¬ 
necting rods will dip. Connect radiator with hose 
so water will run through (see page 793); run 
engine slowly for two or three hours. Don’t race 
engine. Then run car, not over 15 or 20 m. p. h. 
for the first 500 miles—use plenty of oil. 

Patented Rings. 

Patented rings are made in many different 

constructions. The prim¬ 



ary object is to produce 
a ring which will have a 
gas-tight joint and ex¬ 
ert equal pressure at all 
points of its circumfer¬ 
ence. The “Inland” is 
a one-piece ring, where¬ 
as the *“ Leak-Proof ” 
is a two-piece ring. 
Other popular patented 
rings are the 11 Gill ’ ’ 
and the “Double Seal”, 
in fact, there are a great 
many different makes of 
patented rings. 


Effect of Leaky Piston Rings. 

If rings do not fit the cylinder wall with equal 
tension at all points there will be a loss of com¬ 
pression and a smokv exhaust—see pages 626, 
628, 629, 653, 656, 202.' 

If the rings are exerting equal tension; they 
will be smooth and shiny, as will also be the 
cylinder walls. 

If the rings are dull and there are spots in 
streaks on them, it will indicate that the flame 
from the combustion passes between the piston 


' *The MrOuav Norris Co St. Louis. Mo., manufacturers of the Leak-Proof ring, also manufacture an oil ring called 
ThJ“sSneroyl”A small oil groove, or reservoir is cut around lower edge of this concentric ring, providing 
the _S«P_ er ?JN- /w rinir i s placed in top groove of piston and two Leak-Proof rings below, in 


a scraping edge. One “Superoyl” ring is placed in top groovi 
cases where an excess of oil reaches the combustion chamber. 





















656 


DYKE’S INSTRUCTION NUMBER EORTY-SLX. 


rings and cylinder wall, leaving a sooty de¬ 
posit, as will also the compression pass, 
reducing the power of engine. 

Causes of Leaky Piston Rings. 

(1) Rings sticking in their grooves be¬ 
cause of gummy deposit from lubricating 
oil; rings that are stuck in their grooves 

Testing Piston Rings 

In order to find out if the rings leak, try 
the piston and see if the gas is escaping 
through the rings into the crank case. This 
can best be accomplished by removing the 
lower part of crank case, after which turn 
the crank so that the piston makes its com¬ 
pression stroke, and listen for a bubbling 
sort of hiss in the crank case. Test each 
cylinder separately by opening the relief 
cocks in the cylinders not being tested. 
First determine which cylinder it is that is 
leaking. There is no mistaking this sound, 
since the crank chamber acts as a resonator, 
and even the slightest leakage is distinctly 
audible (also see page 629). 

If the sound of gas escaping past the pis¬ 
ton continues for an appreciable time (up¬ 
ward of a minute or so) the chances are that 
the use of an oil of slightly heavier “body,” 
for cylinder lubrication, will cure the fault. 

However, if the escape is of chert dura¬ 
tion, the matter is more serious, involving 
as it may a cracked piston, scored cylinder 
walls, or broken, warped or gummed rings. 

If this is suspected, flush out the cylinder 
combustion chamber with an oil-gunful of 
gasoline, making no attempt to fully remove 
the liquid. Again put the piston on lower 
dead center, and with the aid of an electric 
lamp and a small mirror, observe the bub- 

Remedying Piston 

Gummed rings: After long periods of 
running, a deposit of charred, or partially 
charred lubricating oil is liable to form be¬ 
hind the ring and interfere with its free 
movement; it is a good plan, therefore, 
when overhauling the engine to slip off the 
rings from the piston and thoroughly clean 
out the grooves. 

A kerosene oil treatment to loosen rings: 

I have known engines to lack power from 
merely the rings becoming gummed up. 
This trouble can be remedied by first run¬ 
ning the engine until it is warm, then stop, 
take out the spark plugs, fill each cylinder 
full of kerosene by pouring the kerosene 
through the spark plug holes. 

Plug up the holes with old spark plugs 
and then crank the engine several times 
by hand so that the oil will work its way 
down around the rings; leave this oil in 
over night and next morning crank the en¬ 
gine quite a number of times until you think 
the oil has passed into the crank case. Drain 
the crank case. After draining and putting 
in fresh lubricating oil, start the engine. 
The engine will smoke considerably to be¬ 
gin with, but this will soon pass away. This 

To test a piston for a leak: Set piston bottom side 
line into interior of piston—if there is a hole in 


will usually not press against the cylinder 
walls, (2) rings may have become broken, 
(3) the joints of the rings may be in line 
allowing the compression to escape, (4) rings 
may be worn or cut from lack of oil, (5) 
rings may not be wide enough, for the 
grooves, (6) the oil pressure may be too 
great and oil of too thin a body used. 

and Cylinder for Leaks. 

bles caused by the escape of the gas about 
the lower edge of the piston. There will 
naturally be no bubbles at this point, if 
the piston head is fracturod, but it may be 
possible to see the crack through which the 
leakage occurs. At any rate, if enough 
gasoline has been left in the cylinder, one 
will be able to see it trickling down the 
connecting rod or inner piston walls, should 
such a crack exist. 

If the cylinder walls are scored, one will 
see the liquid at but few points about the 
lower edge of the piston, and, as the gaso¬ 
line washes the oil away, possibly the score 
marks also will be seen. 

In case the trouble is with the rings, the 
bubbles will be more evenly distributed 
about the periphery of the piston and will 
be all of about the same size. Should this 
latter be the condition, the use of a kero¬ 
sene injection (about an ounce each night 
after running the car into a garage) for a 
few nights will in all probability, eliminate 
the leak if the rings are only gummed. If 
this latter is not effective, the job is one of 
replacing rings. 

If the gas is escaping through the rings, 

then it will be necesary to take out the 
pistons and look tk the rings. If there is a 
black spot on the rings, it is evident that 
the gas has been escaping at this point. 

Ring Troubles. 

will not only loosen up the rings, but will 
also clean any carbon that may have become 
deposited in the combustion chamber. This 
treatment oftentimes saves the trouble of 
fitting new rings, and in some instances will 
make a marked difference in the running of 
the engine, (see page 201). 

If the ring is broken or it is dull and dirty 
in spots and streaks (see page 666), then 
a new ring or rings must be fitted. 

If ring is cut or scratched, a new ring is 

necessary. 

If walls of cylinder are cut or scratched, 
then rebore, grind or ream, as per page 663, 
and fit oversize rings as per page 609. 

If the ring has lost its tension and doea 

not spring freely against the walls of the 
cylinder, then it must be treated as shown 
in fig. 3, page 667. 

Remedying Excessive Smoke. 

As previously stated, if the rings are 
leaking, an excess of smoke will pass out 
the exhaust, caused by oil passing the rings 
and entering the combustion chamber, see 
pages 202 and 653. 

up in a pan of gasoline and pour about 1" of gaso- 
liston the gasoline will seep through it. 


REPAIRING AND ADJUSTING. 


657 


Removal of Rings. 

Tlie removal of rings from piston grooves 
is not difficult if a little forethought is taken: 
to open them it is best to use a pair of very 
thin jawed pliers, the jaws opening out¬ 
ward, (see fig. 11) a substitute for pliers 
can be made from iron wire. 



When the ring is slightly expanded by 
the use of special pliers, similar to those 

shown in fig. 9, 
page 659, a nar¬ 
row slip of very 
thin metal, (tin 
or brass will do) 
should be pushed 
through the open¬ 
ing and worked 
to the opposite 
side of the slot; then if the ring is opened 
a trifle more, an additional slip of metal can 
be placed near the ends of the ring, when 
it can be worked off quite easily and with¬ 
out any risk of breaking it, such as an 
attempt to expand it larger than the piston 
diameter would do. 


It is a good plan to mark each ring for its 
own groove, and also when they are not 
pinned, to mark just where the slots should 
come on the piston, (see chart 261.) 


Peening Piston Rings. 

This operation is for a ring which has 

lost its tension. A peening hammer should 
be used instead of the various flat-headed 
types that are used at times for peening a 
piston ring. The metal may be more readily 
distributed by the blows from a peening 
hammer, which can be directed better, since 
the head is so designed that a large part 
of the surface is not covered at one time 
nor struck by any single blow. In this 
manner slight changes in the shape of the 

metal may be made 
without distorting the 
metal in any way. It 
is very important in 
any peening opera¬ 
tion that the surface 
upon which the ham¬ 
mering is done be as 
fiat and hard as pos¬ 
sible, for any irregu¬ 
larities in the shape 
of the surface plate 
Fig. 3— Peening a pis- will be just as effee- 
ton ring. tive cau8 j n g (Jig. 

tortions as a blow from a badly shaped 
hammer. A good method of providing such 
a surface plate is shown in fig. 3. 



*Fitting Ring 

fAfter having selected a set of rings, the 
first operation is to fit them into the cylin¬ 
der. Taking one of the rings, try very 
carefully to shove it straight in, concentric 
with the cylinder walls; if the ring is of 
the diagonal slot type (fig. 6, page 655) 
and its diameter a little large, the ends will 
run upon each other, throwing the edges out 
of line; while jf a ring with 8tep-cut 
overlapping ends is used, such as is to be 
found in some engines, it will not go in 
at all, therefore ring ends must be filed. 



A very simple and effective means of hold¬ 
ing a ring for filing is shown in fig. 1. The 
ring is placed on a block of wood and a few 
small nails driven into the block both in¬ 
side and outside of the ring in such a man¬ 
ner that the ring is held securely in place 
for filing. The heads of the nails are then 

cut off, the ring 
removed, and the 
nails filed down so 
that they will ex¬ 
tend just below 
the top surface of 
the ring when it 
is replaced on the block. With the nails 
well placed, there will be no danger what¬ 
ever of breaking the ring when filing. A 
thin, smooth, flat file is best for this. 


The ends must be trimmed off so that 
when the ring is well up into the cylin¬ 
der there will be a space about .004", per 
inch of cylinder di., between ends, per fig. 
5, page 649, to allow for expansion caused 
by heat of the explosions. The groove on 
the block shown in fig. 1 is used when re¬ 
ducing the diameter of diagonally-slotted 
rings. 


to Cylinder. 

Try each ring in the cylinder, being sure 
to have it placed about Va iach from 
the bottom all the way around, then meas¬ 
ure the opening in the ring. Piston rings 
should have not more than 1-64 in. opening 
to have a good fit. If it is more than this, 
compression can easily escape.t 

The ring should he repeatedly tried in the 
cylinder in order that the space is not filed 
to exceed the dimensions stated. The in¬ 
side portions of the rings near the ends 
should rest against the nails in order that 
they may not be broken off when filing the 
slot. Having attained the proper space be¬ 
tween the ends of the ring, now place a 
light in the cylinder behind it and see how 
its face conforms to the wall of the 
cylinder. 


Testing a Ring to Cylinder. 

To work or lap a ring to fit cylinder: make 
a plug of yellow pine (fig. 4) to fit easy into 
the cylinder and square one end. Lay the 
ring on this end with a small batten across, 
secured by a screw through the center, but 

not holding the 
-s ring tightly. 

Smear the bore 
as evenly as pos¬ 
sible with a little 
vermilion and lu¬ 
bricating oil 
mixed to a paste, 
and move the ring 
to and fro in the 
cylinder while 
held square by the 



Fie. 4—A handy device 
for testing and fitting the 
piston rings in cylinder. 
This device consists of a 
round block of wood with 
handle on one end. The 
piston ring is placed on 
the other end and is 
placed in the cylinder and 
worked back and forth. 


plug. Generally, it will be found to bear 
hardest at each side of the slot. File such 
places carefully with a smooth file. 


♦After fitting rings to piston, they are usually allowed to run themselves in by running engine at 
moderate speed for the first 500 miles with plenty of oil, during which time the rings will burnish 
to a nice fit to cylinder wall. Sometimes pistons are lapped in, as explained above (fig. 4) and 
pages 650, 649. The regular piston should never be used for lapping rings. tSee also, page 649. 
fig. 5, for ring opening clearance. 
























€58 


DYKE’S INSTRUCTION NUMBER FORTY-SIX. 


If one part of the ring fits and another 
part does not, the high spot shows up when 
the ring is dipped in gasoline and then rub¬ 
bed with cloth. The high spot will be more 
shiny than the rest. 

• 

When the ring fits well all around, the 
overlap of the ends should he absorbed; if 
not, file them until the edges have about 
1-64 clearance when the ring is in the cyl¬ 
inder. 

If the ends of the rings be hard butted 
against one another when in place in the 
cylinder they may be buckled by expansion 
when hot, and make starting a two-inan 
job; therefore, file them as shown in fig. 1, 
page 657 and be sure there is a clearance. 


If there is a contact all around, when 
testing rings in the cylinder, the ring is 
then ready to be fitted to the piston; but if 

the contact is 
poor, either the 
ring or the cyl¬ 
inder is out of 
round, leaving 
space between 
cylinder wall 
and the ring, 
as at C and P in figs. 2 and 2C. If the fault 
lies in the ring, the face can probably be 
dressed down to fit, or another selected; but 
if the cylinder is badly out of round, it will 
have to be rebored or reground, or -both, as 
the case may be, or (in extreme cases) re¬ 
placed with a new cylinder. 





Tig. 2—Oyliuuex out ol l’*f. 20—A *pruug pie 
• ound. ring. 0- Thl» 


og, ___ — - 

•how* the! the ring wm 
eprung in putting it on 
th« paU>4. 


♦Fitting Rings to Piston. 


fWhen the rings have been fitted to the 
cylinder, the next operation is to fit them 
in their respective grooves on the piston. 
As regards the fit of the rings in the grooves, 
they should be just a free fit, neither tight 
enough to jam, nor slack enough to rock. 

Tight rings may be eased by grinding or 
lapping the edges on a sheet of fine 
emery or crocus cloth, fastened to a piece 
©f board planed quite flat. The ring is 
gently rubbed backward and forward with 
a downward pressure, (see fig. 3.) 



SURFACE PLATE 


Fig. 3—Method of dressing or lap¬ 
ping piston ring to fit the groove in 
piston on a surface plate. 

♦Lapping should not continue for a long 
period on one side. The ring should be 
turned over occasionally. After lapping, 
the ring should be immersed in clean gaso¬ 
line and fitted to the groove. Not any 
groove, but the groove which it nearly fitted 
before. If every part of the circumference 
®f the ring fits every part of the groove 
then lapping is complete and the ring may 
be tagged to designate its location. 1-1 on 
a tag is made usually to represent first cyl¬ 
inder, ring number 1. Ring 1 is that near¬ 
est the top of the piston. 

To properly dress down a ring requires 
some skill, and a good mechanic will select 
a ring which will demand the least amount 
of trimming, for it is a delicate operation. 

Most manufacturers now cut the grooves 
in the piston, and grind the face and edges 
of the rings to a gauge, making very little 


hand-fitting necessary. But there are cases, 
(and these are the ones that generally come 
into the repair shop) where the cut was 
just a trifle larger, or the ring a little smal¬ 
ler than the gauge, making it essential that 
each ring be individually fitted to the 
groove in which it shall subsequently rest. 

When fitting rings in the grooves, begin 
with the ring selected for the bottom groove, 
so that ring will be the first to be slipped 
onto the piston. First try the ring without 
slipping it over the piston by inserting it in 
the groove and rolling it around its cir¬ 
cumference, to see if groove is deep enough 
and wide enough at all points.t 

It should fit snugly, as at A, fig. 2-A, but 
still be free to slide in and out easily; if it 
binds in any place, apply a thin film of red 
or black lead or Prussian blue in the same 
manner as used in scraping bearings, to 
locate the high places, then dress down with 
a smooth, flat file and try again. When 
filing is necessary, it should be confined to 
one edge in order that at least one good edge 
is retained, for it is almost impossible to 
secure as regular a surface with a file as 
that made by a grinding machine or on a 
surface plate. 

An example of ill-fitting rings is shown 
at B, fig. 2B, and in fig. 2C above. The 

space G shows that the 
ring was sprung in put¬ 
ting it on the piston. 

Having fitted one ring, 
put it in place immedi¬ 
ately and repeat the op¬ 
erations with the next ring. See fig. 12, 
page 659 for slipping rings in grooves. 

After fitting new rings engine will re¬ 
quire considerable running with plenty of 
good oil to properly work them in, before 
the engine will give its proper power. See 

also pages 793, 203, 507, 589, 643, 655. 




♦When fitting patented rings remember, if the rings are absolutely tight they might prevent lubri¬ 
cation altogether and cylinder would run dry. Therefore many place merely one patented ring 
in the top groove and the regular rings in the other grooves. 

The patented type of ring requires very little lapping by hand. When put in the cylinder, the en¬ 
gine is allowed to run by belt a few hours, you will find that that is all the lapping that is neces¬ 
sary, unless of course, the cylinder is scored or badly out of round. In such cases, the proper 
remedy is to have the cylinder rebored, and new oversize pistons made and piston rings made to 
fit the new diameter of the cylinder. 

tSee also, page 649. 



















REPAIRING AND ADJUSTING. 


659 



Marking Piston Rings When Removing. 

The amateur or junior repairman who removes the piston rings from a 
piston for the first time; either for examining the piston-ring slots for sand- 
holes or wear, or for cleaning the rings and slots, generally neglects to 
see that the rings are marked so that they may be replaced in their proper 
grooves. The result is that considerable difficulty often is experienced 
in getting the rings back into the piston in good order. To avoid this, on» 
foreign manufacturer of motor cars, marks the piston ringB as indicated. 

The ring in the top groove of a piston has one notch N in the upper, inner 
edge, opposite the diagonal (D) where the ring is thickest. This notch is made 
with a file and is very small, so as to be just visible, but at the same time not 
deep enough to weaken the ring. In a similar manner, the next ring below it 
is marked with two notches and the third ring, with three notches. If more rings 
are used a corresponding number of notches are employed to mark them. With 
rings thus marked there should be no difficulty in getting rings replaced in their 
proper grooves. Caro should be taken, however, when the rings from more than 
one piston be removed at the same time. In fact, it is advisable, to remove, 
clean and replace the rings of one piston, before removing the others. 



Fig. 8 —A serviceable 
device (C) for compres¬ 
sing rings when fitting 
piston (P) to cylinder. 
Especially adapted for 
Ford pistons which are 
not champfered. 

This tool is bored with 
a long gradual taper 
which allows the open 
rings to enter easily at 
the top. It is placed in 
position over the cylin¬ 
der, and as the piston is 
forced downward into 
place, the rings are 
gradually compres Bed 
sufficiently to enter the 
cylinder. 



placing a piston in the 
cylinder with a string 
holding the ring in its 
groove. 


Fitting Rings to Grooves of Pistons. 

Fig. 12—A quick and safe method of slipping rings into the grooves is shown 
in fig. 12. Take three strips of sheet metal, brass or tin (S), for instance, about 
V 62 inch thick, % inch wide and 5 inches long; bend these at right angles and 
hang them on the edge of the piston at equal distances apart. The ring (R) may 
then be slipped over these skids till it is opposite its groove, when the strips may 
be removed and the ring allowed to slide into place. Install ring in lower groove 
first and work to top groove last. The same strips may also be successfully used 
in removing the rings. (See page 649, how to measure ring clearance.) 

When fitting rings place the best fitting ring at top, so that oil below it cannot 
be consumed by the high temperature of the exploding gas. If fire flows past the 
rings into the crank case, oil will be burnt off of the piston and cylinder wall, 
causing it to become scored even though your oiling system might be working 
perfectly with the best grade of oil. 

When placing the rings on the piston ready to replace the cylinders they 
should be set with the joints (if it is a piston with three rings) about one-third 
way from each other, so that the openings will not come in a straight line or ba 
close together. 

Replacing Piston in Cylinder. 

Before putting pistons into cylinders, oil (cyl. oil) inside of cylinder and in¬ 
side of piston as oil will not have a chance to reach upper portion when first starting. 

When replacing piston in cylinder, some device must be provided for holding 
each ring in its groove so it will easily enter the cylinder. A string may he used 
to advantage, as shown in fig. 10. A better method however, is shown in fig. 8 . 

Replacing cylinders over pistons: It is not difficult to put a single cylinder 
back on its piston after it has been necessary to take it out, but it is not §o 
easy when the cylinders are cast in pairs, as it is difficult to guide the ring* 
into the cylinder barrels simultaneously. The job is greatly simplified by taking 
the precaution to place the cranks up and down, so that one piston is at its 
highest point and the other is at its lowest. This means that the pair of cylinden 
can be dropped straight over the pistons, the rings of the upper piston being guided 
into the cylinder before those of the lower piston are replaced. When it comes to 
dropping one of the mono-block castings of four cylinders on to four pistons, it 
is still best to work this way, so that only one other pair of hands are required 
and that the two upper pistons may be guided into their cylinders first and 
then the two lower ones. 

Note: When reinstalling a piston be careful not to push it up into the cyl¬ 
inder as far as it will go, the upper ring may jump over the valve opening, holding 
the piston until the ring is released which is a difficult task to remedy. 

Alig nin g Pistons and 
Connecting Rods. 

Incidentally, it would be 
well to note that many times 
knocks that develope in en¬ 
gines (after same have ap¬ 
parently been thoroughly over¬ 
hauled), is often due to the 
fact that the connecting rods 
are slightly bent sidewise, 
out of true in fitting cylinders 
down over the piston. One cyl¬ 
inder will get a slight lead, or 
one ring does not properly en¬ 
ter, cylinders are twisted and 
in an effort to align them, 
rods are bent. When engine 
is finally assembled it is 
very noisy, due entirely to 
the fact that one or more of 
the rods have been bent side- 
wise, and when the force of 
the explosion is exerted on the 
piston head, the wrist pin end 
of the connecting rod is driven 
side-wise against the piston 
boss. See foot note bottom of 
page 649. 



Fig. 3—One method of lining up pistons and 
connecting rods of block type engines. S- 
represents a square placed alongside the 
connecting rod C to determine whether it 
is true or not. (see also page 649.) 

To test its alignment, place the U frame 
over it as shown, so that center of piston is 
in line with center mark on cross member. 
When distances A and B are equal, piston is 
true and square. See also page 646, figs. 1 
and 11 and foot note page 649. 


CHART NO. 2<*1 _Marking Piston Rings. Lining Up Pistons and Connecting Rods. Applianca 

for Romoval and Replacement of Rings. See page 649; how to measure piston and ring clearance. 
Tools for aligning pistons, connecting rods etc., can be secured of John Peyer, 301 W. 83th St., New York, and 
Stevens Co., 375 Broadway, New York. 





































































































660 


DYKE’S INSTRUCTION NUMBER FORTY-SIX-A 


Brake 

Pedal 



* Clutch 

_ W ^ Rollers 

Fig 10 Clutch and its operating mechanism 


FIG 17 

CVEI?i_and 
85 B 



Cone Clutch Adjustments. 

The adjustments are with clutch springs (fig. 10), which tend to keep 
the clutch engaged. While it is possible to adjust these springs to 
avoid shifting, the tension should be as little as possible. Tightening 
the springs too much will not only make clutch hard to disengage, but 
will tend to make the clutch “grab.” Adjustment is mado by increas¬ 
ing or decreasing the spring tension of the three clutch operating 
springs, by advancing or backing off the nuts on clutch springs. (On 
some clutches spring is on the clutch shaft per fig. 2, pages 664 and 665.) 

The clutch pressure or plunger studs (fig. 10) consist of six small 
spring mounted clutch plungers placed under clutch leather, which raise 
it at various points and allow gradual engagement of the friction sur¬ 
faces. Should these plungers become fast in their guides, or should any¬ 
thing prevent the leather over these plungers from first coming into con¬ 
tact with the seat in the fly-wheel before the entire surface engages, 
“grabbing” will result. They should be adjusted so that with clutch 

in complete engagement approximately V6" remaini between the adjust¬ 

ing nut of the plunger stud and guide to cone. 

Clutch rollers (fig. 10), which by pressure upon clutch shifter yoke 
disengage the clutch from fly wheel should be kept well greased—see also 
fig. 19, page 666. 

Ball thrust bearings (fig. 16, page 661), should be supplied with oil 
by placing oil can spout through spokes of clutch drum. 

Clutch brake—is for the purpose of keeping the clutch from spinning 
when thrown out. See fig. 10, it consists of a small spring mounted fibre 
pad attached to left of frame, against which the clutch cone strikes when 
disengaged. It should be so adjusted that when pedal is pressed 

half way down the cone should just begin to come in contact with it, so 

that by time pedal is all way down, the spring on clutch brake will be 
fully compressed. 

To remove or replace clutch spider or cone; see fig. 17—the three clutch 
springs are very powerful. A simple method of compressing the springs 
so that the nuts can be put on or taken off is explained in illustration— 
see also figs. 1 and 2, page 664 and page 665. 

Before clutch can be removed, it will be necessary to remove the uni¬ 
versal joint and parts adjoining the clutch. 

Fitting New Leather To Cone Clutch. 

First be sure that replacement is necessary. See pages 661 and 662 and 
note the causes of trouble. 

If leather is worn or rivets project, then it will 
be necessary to remove clutch to either replace 
leather or drive rivets down below the surface of 
the leather. 

If a shoulder of about Vie or % 2 >r has worn on 
leather, then by carefully trimming it off with a 
file or rasp will permit cone to go further into fly 
wheel and may be all that is necessary—together 
with cleaning the whole surface of leather and re¬ 
moving oil or glaze and then applying NeatB foot 
or castor oil dressing. 

If however a new leather is necessary then pro¬ 
cure it of the dealer of the car if possible. It comes 
cemented ready to apply and can bo slipped over 
cone and driven into position with a mallet or piece 
of wood. 

If you must make the leather facing, then first remove the old 
leather by cutting the rivets with a chisel and hammer. Then 
procure first class unstretchable leather belting (or chrome tanned 
leather) thick for the new leather. 

The leather should be first cut as shown in fig. 8. 

Then place the leather over the clutch cone in the correct position 
and draw it as tight as possible. The leather, if cut as shown, will 
lap from 3 to 4". 

Mark on the inner side of the lapped leather the end of the first 
turn which lies against the cone. Next remove the leather and meas¬ 
ure back or toward the long end of the leather % of an inch. Meas¬ 
ure back from the unmarked end of the clutch leather 3" and bevel 
the leather off as shown in the illustration. Add 3" to the corrected 
length of the leather and bevel this end as shown. 

The leather may now be cemented and after it is thoroughly dried 
may be installed. Always put rough or flesh side on outside. 

For the kind of cement to use, ask a harness maker. 

Before a new clutch leather is installed, it should be thoroughly 
soaked in Neat’s foot oil and stretched tightly over the clutch face. 
Before the leather is fastened to the clutch drum, the “clutch plun¬ 
gers” (or pressure studs) should be forced in below the surface of 
the clutch cone and held in this position by the clutch plunger ad¬ 
justing nuts which may be screwed up on the stem of the plunger. 

In riveting the leather on to the cone, extreme care should be ex¬ 
ercised to see that the rivets are properly clinched or turned over 
on the inside of the clutch cone and that the heads are driven into 
the leather of the clutch face until they are well below the surface. 
Unless this is carefully done, the clutch will “grab” or engage 
suddenly with consequent disastrous results, (see also page 664 
fitting clutch leather to Chevrolet cone clutch.) 


^ Ooi 


Fig. 17—Method of com¬ 
pressing clutch spring to re¬ 
move or replace nut—see 
also fig. 3, page 647. 



w/ryfAp i? 

Fig. 8 — Cutting a 
clutch leather for the 
Overland roadster clutch, 



Fig. 12. 

Fig. 12—A suggested method of 
forcing a new clutch facing on a 
cone by drawing cone into it by a 
bolt as shown. A small amount of 
shellac is applied to the clutch and 
allowed to set before the stud nut 
is loosened. After this leather pegs 
are used to complete the bond be¬ 
tween leather and clutch. (Motor.) 


CHART NO. 2G2 —Cone Clutch Adjustments. Fitting a Cone Clutch Leather. Overland Roadster as 
an Example—see fig. 4, page 647 and fig. 19, page 666 for Overland 75B. 

* An alternative sometimes used for older makes of various cars—is “raybestos” strips as usefi for brake linine 
It 18 made in parallel lengths and riveted to cone in six or eight sections, the edges being cut at a slight an?la 
according to the diameter of cone. • 










































ADJUSTING CLUTCHES, TRANSMISSIONS AND AXLES. 661 


INSTRUCTION No. 46-A 

REPAIRING AND ADJUSTING CLUTCHES, TRANSMIS¬ 
SIONS AND AXLES: Cone and Disk Clutches. Remov¬ 
ing Wheels and Shafts from Rear Axles. The Differential. 

*Cone Clutch Repairs. 

Clutch—How to Use Properly. It is always better to run on the engine 


The clutch on an automobile snould be 
either in or out absolutely. 

Many good drivers make it a plan to 
keep their foot off the clutch pedal while 
they are driving. The weight of the foot 
on the pedal and a little nervous tension 
in the driver’s leg is sometimes just suffi¬ 
cient to hold the clutch out just far enough 
to “slip it” on a hard or sudden pull. 

Another good way to spoil a clutch is to 
throw it out in traffic until the car comes 
almost to a standstill—then to speed up the 
engine and slip the clutch in with the gear 
shift lever still in high speed. 

When the car slows down with the clutch 
out, the gear lever should be slipped to sec¬ 
ond speed and if the car comes to a full stop, 
to low speed. 

Another important point in driving is to 
learn to engage the clutch gradually and not 
to “bang” it in with the engine racing. 


as much as possible, throttling it down in¬ 
stead of constantly throwing “out” the 
clutch. 

A well adjusted clutch takes hold gradu¬ 
ally, does not slip after it has come to a 
seat, and releases instantly when the pedal 
is depressed. 

Parts of a Cone Clutch. 

Cone; leather facing over cone; *clutch 
springs which hold the tension of cone to 
fly wheel; pressure or plunger studs which 
are spring mounted and placed under clutch 
leather at various points and allow gradual 
engagement of frictional surfaces. The 
“grabbing” feature is eliminated by the 
use of these plungers, usually six, inserted 
under the leather as in fig. 4, page 666 and 
fig. 10, 660; clutch rollers on the shifter 
yoke; ball thrust bearings on clutch shaft; 
clutch brake which prevents spinning of 
clutch—see fig. 10, page 660 and fig. 16, 
below. 


Cone Clutch Troubles 


Cone clutch troubles are either fierce en¬ 
gagement or grabbing, slipping or spinning. 
The latter trouble makes it difficult to shift 
the gears of the transmission. 


WORN CLUTCN 

©CARING 



CORK OR RuSBER 
"FRICTION BRAKE- 


WEAK OR IMPROPERLY 
/adjusted spring 


DEPECTIYE- 
THRUST BEARING 


v TOO HEAVY A 
clutch rim 


RIDGE, PREVENTING 
CL.UTCH SEATING. 

Fig. 16. Various cone clutch troubles 
illustrated, (from Motor.) 


Cause of Clutch Grabbing. 

Clutch leather dry or hard. This can be 
remedied by applying neats foot or castor 
oil by first cleaning leather with kerosene 
using an oil gun to remove any mineral oil. 

Clutch rivets projecting, due to wear of 
leather. Remedy by placing a center punch 
against rivets and hammer until below sur¬ 
face of leather. A grating or grinding 
sound will indicate this trouble. 

Clutch lever linkages out of adjustment. 
The amount of movement between the sur¬ 
faces of clutch is small and it is important 


that no looseness exists in the pedal connec¬ 
tions. 

Excessive tension on spring clutch—if ex¬ 
cessive weaken the spring tension. Exces¬ 
sive tension also causes undue strain on the 
ball thrust bearings. 

Plunger studs improperly adjusted—the 
six small studs, fig. 10, page 660 should be 
properly adjusted—see page 660 and fig. 4, 
page 647. 

Clutch rollers may be worn, due to lack 
of lubrication. If run dry they are liable 
to seize and prevent clutch release entirely 
in which case new rollers must be fitted— 
see page 660 and fig. 19, page 666. 

Cause of Clutch Slipping. 

Burned or worn clutch lining—usually re¬ 
sulting from allowing clutch to slip when 
starting, speed changing and using clutch 
too much, instead of throttle while run¬ 
ning. Even though worn to a certain ex¬ 
tent Neats foot or castor oil will sometimes 
improve its operation. Otherwise a new 
clutch leather must be fitted. 

Clutch leather oily and greasy—the cure 
is to either wash the oil off by spraying a 
pint or so of kerosene with an oil gun, over 
the clutch leather, while holding the clutch 
out, or wiped off with a cloth moistened with 
kerosene and then dress leather afterwards 
with Neats foot oil. The oil can also be 
absorbed by using powdered Fullers earth or 
talc sprinkled over the surface and leave 
standing for a while. Don’t use dirt or 
sand—it will cut the leather. 


♦The clutch spring can be arranged as shown in fig. 10, page 660, or as fig. 16 abo\e. and fig. page 665. 
See also pages 38, 647, 666 for cone clutch explanations and adjustments. 

See also pages 543 to 545 for tVDe of clutches used on different cars. 




























662 


DYKE'S INSTRUCTION NUMBER FOKTY-S1X-A. 


Leather worn down—if it cannot be raised 
enough by adjustment of the plungers, fig. 
10, page 660, then a new leather must be 
fitted. 

When the surface of the clutch and seat are 
new, they touch all over, but when worn, they 
touch on only the high places. If the surfaces 
touch in only a few places, they naturally can¬ 
not transmit the power that is possible with a 
good contact; they can be forced to transmit it 
by p-ressing them more firmly together, but it is 
better to reface the surfaces. 

Clutch spring tension weak—tighten ad¬ 
justment, see page 660. If no adjustment 
nut on spring, place a washer between 
spring and its seat. Also examine the pres¬ 
sure or plunger studs, fig. 10, page 660. 

Clutch shift out of line—sometimes caused 
by two great a spring tension causing balls 
to break in thrust bearing and cutting ball 
race, lowering the clutch shaft out of line. 
Also may be due to a bent clutch shaft or 
clutch shaft out of alignment—see fig. 3, 
page 732. 

Ridge worn on the rear of clutch leather 

—see page 660 for remedy. 

*Clutch Spinning. 

When a clutch spins, when thrown out of 
engagement, it is difficult to shift gears. 

Clutch spinning is often due to excessive 
friction in the spring thrust bearing (see 
fig. 16), though sometimes faulty alignment 
of the flywheel and clutch cone prevent the 
engaging surfaces from entirely clearing 
each other. A bent clutch sh'aft might be 
the cause of this. 

Sometimes the fault lies in the clutch, a 
heavy rim or cone will store up energy and 
continue to revolve when disengaed. 

When a clutch spins from lack of align¬ 
ment or adjustment the remedy is obvious, 
but if the fault is in the design, a clutch 
brake (see fig. 16 and page 660, fig. 10), 
should either be fitted, or the clutch rim 
lightened by drilling or machining away 
metal at or near the outer circumference. 

Cone Clutch Lubrication. 

Lubrication of a cone clutch is usually at 


the rollers or clutch yoke and ball thrust 
bearings—otherwise oil should be kept from 
the clutch leather as much as possible as a 
leather faced cone is supposed to run dry, 
but yet kept flexible, which it can be by use 
of Neat’s foot or castor oil as explained. 

If Clutch Fails to Release. 

Usually termed as a “frozen clutch.” 
This may be due to rusty or tight pedal con¬ 
nections or loose pedal linkage connections; 
clutch yoke rollers run dry and sometimes, 
from too tight a spring adjustment. 

The amount of movement between the surface* 
of a clutch is small and it is important that no 
looseness in the pedal connections or bending of 
the levers should exist to prevent gradual engage¬ 
ment. 

A Clutch Brake. 

If it is desired to atach a clutch brake or 
dampener as explained on page 660, to check 
the revolving of the cone, either cork or 
rubber can be fitted into a metal bracket 
and this bracket attached to the car frame. 

The position of the brake should be just 
to the rear ©f the clutch rim, against which 
the clutch will draw when the disengaging 
pedal withdraws the cone. 

Miscellaneous Clutch Pointers. 

Fig. 1: A clutch or jack can be placed as shown 
to hold clutch out while working on it. 

Fig. 2: The cone can then be 
turned by hand and Neats foot 
oil applied, or oil gun of kero¬ 
sene for cleaning. 

Fig. 3: An insect powder gun, 
filled with talc or powdered Ful¬ 
lers earth for temporary remedy 
of an oily slipping clutch or 
Fig. 1. brake. 




Fig. 2. 




.Another Example of Adjusting 
Clutch adjustment. The only adjustment 
of clutch is the three coil springs “C” 
(fig. 17) which tend to keep the clutch en¬ 
gaged. While it is possible to increase the 

tension of these 
springs to 
avoid slipping 
of clutch, the 
tension should 
be as little as 
possible. 
Drawing the 
springs up too 
tight will not 
only make it 
harder to dis¬ 
engage, but will 
tend to make 
clutch grab. 


a Cone Clutch—The Mitchell. 


Fig. 17. 


Clutch pedal 
adjustment: 
The left foot 
pedal, which 
ae t u a t e s the 
clutch, can be 
adjusted for 
different posi¬ 
tions by adjust¬ 
ing the two 
rods connect¬ 
ing the clutch pull shaft with the clutch 
yoke, but care should be taken to see that 
both rods are adjusted the same (see fig. 18.) 
Care should also be taken that the rods are 
adjusted so that when pedal is depressed 
clutch will fully disengage and that pedal 
does not strike toe-board when clutch is en¬ 
gaged. 



*The shift of gears by gear shifting lever ought to be made without a particle of noise if clutch is 
thrown -out when shifting. If there is noise, then it is usually due to clutch not being fully thrown 
out or dragging or spinning or transmission shaft, or transmission shaft out of line due to worn bearings. 





















663 


*Tlie Disk Clutch-Adjustments and Repairs. 

fill to the required amount with clean oil. 


There are a number of cars in use having 
disk clutches on which the adjustment is 
made by means of a series of three or more 
separate studs or screws. Much trouble 
often is experienced by motorists who try 
to adjust this type without a knowledge of 
how it should be done. 

Adjustment Method. 

The proper way to adjust this type of 
clutch is to unscrew or release them entirely 

V 

from contact with the plate or mechanism 
inside the clutch casing, then screw them up 
carefully with the fingers until each one just 
begins to touch, which is indicated by an 
increase in the effort required. When each 
screw or stud has been turned up so that it 
just begins to touch the plate or mechanism 
against which it bears on the inside of the 
clutch casing, then with the aid of a wrench, 
give each screw a half-turn forward and 
repeat, until the proper adjustment is ob¬ 
tained. The object is to give each screw 
the same number of turns and at the same 
time have them all move forward at practi¬ 
cally the same time. If one was to give one 
screw five or six full turns and proceed to 
the next one and give it the same number 
of turns, etc., until all had been turned up 
the same amount, the same results might be 
obtai-ned; but it is most probable that the 
job would not be successful, and perhaps 
damage to the internal mechanism of the 
clutch would ensue as a result of possible 
binding or cracking. On the other hand, 
if the studs were screwed alternately, little 
by little, but no care given to the relative 
number of turns given to each, the springs 
or operating mechanism would most likely 
bear unevenly upon the disks, and a jerky, 
grabbing or slipping action of the clutch 
would result. 

**Slipping of Lubricated Disk Clutch. 

When an inclosed disk clutch which runs 
in oil has been giving good service for a 
reasonable length of time and then develops 
a tendency to slip, or perhaps to take hold 
too fiercely, the trouble should not be taken 
immediately for an indication that the 
clutch is in need of adjustment. Before 
altering the adjustment of a clutch of this 
type, one should first drain out the old oil, 
inject a pint or more of kerosene, preferably 
with a squirt gun, then close the opening to 
the casing, start the engine, and with the 
gear-shifting lever in the neutral position, 
operate the clutch pedal so the kerosene 
may be thoroughly distributed and the in¬ 
ternal mechanism of the clutch well rinsed 
and cleared of old and sticky oil. Then 
drain the clutch casing, flush it out once 
or t"wice with fresh, clean kerosene, and re- 


If after this treatment the clutch still 
slips, draw out a little of the oil and re¬ 
place the amount taken out with kerosene; 
by thinning the oil this way better contact 
between the plates is obtained and slipping 
is reduced. Unless the proper proportions 
of oil and kerosene are known, the lubricant 
may have to be thinned down gradually 
until the proper mixture is obtained; but 
once found, the extra trouble is rewarded by 
a fine, smooth action. 

Should it be found slipping cannot be 
eliminated by means of thi nnin g the lubri¬ 
cant, then an increased spring tension may 
be required, which can be obtained by 
tightening or screwing up all adjusting studs 
evenly all around. It is good' motor practice 
never to disturb an adjustment unless hav¬ 
ing an absolute knowledge of the operation 
and effect of the adjustment. 

**Clutch Grabs or is Fierce. 

When a clutch of the disk type running 
in oil takes hold too fiercely, drain out the 
oil, rinse with kerosene as previously de¬ 
scribed, and refill to the required amount 
with clean, fresh oil; if this does not prove 
a remedy, readjust the clutch by loosening 
all studs entirely and then tightening them 
until best action is obtained. 

When clutch is new, there may be a slight 
tendency to slip, owing to the stiffness of 
the fabric with which the driving disks are 
lined. No adjustment of the spring is neces¬ 
sary to regulate this condition, as it 'will 
entirely disappear after the car has been in 
use a short time, therefore don’t be too 
hasty in making adjustments. 

*The Single Plate Clutch. 

Is the type of clutch which is most gen- 
generally used. This type runs dry and is 
the simplest of all clutches, see page 4 2 and 
page 668. 

tReplacing Clutch Springs. 

In replacing a series of springs, such as 
clutch springs, it is usually advisable to 

compress the spring in a 
vise and then hold it in 
this position until it is 
put in place on the car. 
Under certain circum¬ 
stances the device shown 
will be found very con¬ 
venient. It holds the 
spring by friction, and 
consists merely of two 
clamping rings. As soon 
as the spring is in place the retaining screws 
are loosened and the tool is removed. 



Internal Expanding Clutches. 


Internal expanding clutches, in which metal aets 
on metal, sometimes give trouble from the melting 
of the metal due to the heat of excessive slipping. 
This will lock the two parts of the clutch together 
bo that pressing on the pedal will not release them. 

To separate them, the engine must be stopped 


and the high speed gear engaged. The car should 
then be pushed forward and backward by hand, 
which will jerk the clutch and release it. 

The same trouble occasionally comes with fric¬ 
tion cone clutches that are too fierce, and they 
may be separated in the same manner. 


•See pages 543 and 545 for tvpes of clutches used on different cars; page 666 Hudson: 40 for Cadillac 
clutch and pages 42, 668 for single plate clutch. See page 667 for Reo clutch, pages 666, 932, Dodge. 

•♦Usual cause of slipping of lubricated disk type clutch is due to improper clutch spring or clutch 
pedal linkage adjustment which prevents clutch plates from engaging. If this type clutch drags, 
it is likely due to oil being too thick. If it grabs; likely due to lack of oil or improper clutch 
spring adjustment. See pages 668, 842 for adjustments and troubles of a dry disk type clutch. See 
pages 666 and 931 for Dodge clutch. 







664 


DYKE’S INSTRUCTION NUMBER FORTY-S1X-A. 



p lg. 1—Showing the method of 
compressing the clutch spring, per* 
mlttlng the lock pin to be removed 


Fig. 1A—Another form of clutch 
spring compressor, somewhat sim¬ 
pler than that shown In Fig. 1 



F.g 2 —The thrust bearing assembly 
is held together by three old valve 
springs, placed in the manner shown 



p, 9 4—When loose, the plug in trie 
end of the clutch hub should be 
sweated back In place 


Fig. 3—The new leather should be 
fastened at the ends, and then 
forced over the face of the clutch 


Chevrolet “490” clutch 
repair a3 an example. 


Evidence of Trouble. 

1— A. heavy grinding noise when the clutch is re* 
leased. This is usually caused by worn or broken 
balls in the clutch thrust bearing. 

2— Actual failure of the pedal to release or move the 

clutch or to come back into position when pushed 
out: This indicates that the clutch spring re¬ 

taining plug has become unsoldered and has un¬ 
screwed from the clutch hub. 

3— Excessive slipping of the clutch, that cannot be 
cured either by application of Neat’s foot oil, if 
dry, or Fuller’s earth, if slippery. 

The first necessitates a complete removal of the 
clutch, together with the flywheel and anchor 
stud; the second a removal of the clutch hub, 
and the third the removal of the hub and clutch. 

Procedure. 

1— Remove floorboards. 

2— Remove wiring running from battery to starter. 

3— Remove the three bolts holding V-brace to engine 
base and gearbox support and remove the V- 
brace. 

4— Disconnect brake rods from pedals. 

6-Remove bolts holding clutch release shaft to 
gearbox support and remove clutch release cross 
shaft, together with pedals. 

6- Remove bolts on rear clutch hub drive ring. 

7- Remove the four bolts holding gearbox to gear¬ 
box side arms. (Care should be taken in remov¬ 
ing the shims under the gearbox, so they may be 
replaced in the same position.) 

8- Removo one bolt holding the left gearbox side 
arm (on the pedal side) to engine. (This per¬ 
mits the gearbox side arm to spring to one 
side in removing the gearbox.) 

9- Lift gearbox up and slide it forward. It may 
then be removed from the chassis. (A jack 
should be placed beneath the propeller shaft to 
hold it in place when the gearbox has been re¬ 
moved. In some cars it is necessary to spring 


the gearbox arms apart or to force the gearbox 
out with a jack.) 

10- Turn the flywheel until the hole passing through 
the clutch hub is at the top, and the clutch 
spring retaining pin is in line with the hole. 

11- Using either the compressor shown in fig. 1 or 
1A; compress the clutch spring. The clutch 
spring retaining pin will usually drop out when 
over the hole in the housing; but, if not, may be 
driven out with a drift and hammer. 

12- Draw clutch spring out. 

13- Remove bolts holding clutch hub to clutch 
spider, and remove clutch hub. (This is neces¬ 
sary, as the hub would otherwise interfere when 
removing the clutch.) 

14- Pull ’clutch out. (This will take some little 
effort, as the gearbox arms squeeze onto the 
clutch and must be sprung. But it can be 
pulled out.) 

15- Remove nuts holding flywheel to crankshaft 
flange and with a bar loosen flywheel and re¬ 
move. (It is advisable to mark the position of 
flywheel on the flange so it may be replaced in 
the same relative position.) 

16- Remove flywheel together with clutch spring 
anchor stud and place in on two boards nailed 
to the bench. 

17- Separate all parts and clean with gasoline and 
waste. 

Clutch Troubles. 

Clutches of this type give but little trouble if 
properly used and the necessity for relining is only 
occasional. If slipping has been experienced and 
the leather is damp, it is usually because it has 
been soaked with mineral oil. This may be re¬ 
moved by cleaning the leather with gasoline, after 
which Neat’s foot oil should be applied to keep the 
leather flexible. 

Grabbing. Though a dry clutch will occasionally 
cause slipping it more usually causes “grabbing.” 
Unless the leather is burned, or worn out, it may 
be restored by roughing the surface slightly with 
emery paper, and then dressing it with Neat’s 
foot oil. 

Another cause of a sticking clutch is protruding 
rivets, and these should again be set beneath the 
surface of the leather. A small shoulder will also 
cause trouble, and this should be scraped or filed 
down. 

A new leather should never be fitted unless it is 
absolutely certain that the old leather cannot be 
reclaimed. 

If relining the clutch is imperative, it is best 
to obtain tho new lining from the makers. If this 
is not expedient, the old lining should be care¬ 
fully removed and used as a pattern for cutting the 
new lining. The new leather should be much 
thicker than the old lining and of uniform thickness. 

The most essential point in fitting the new 
leather is to have it fit tight and true to the cone. 

If the clutch has been relined it will not work 
perfectly until it has been worked in. This usually 
takes some time and during that period should re¬ 
ceive frequent applications of Neat’s foot oil. 

To Fit a New Leather. 

1- Soak the leather in water. 

2- Secure one end of the leather to the cone by 
one copper rivet (rough side out.) 

(Never use anything but copper rivets; other 
metals will score the metal clutch facing.) 

3- With only about three-quarters of the leather 
on the cone, pin the other end to the cone by a 
rivet, (see fig. 3.) 

4- Force the leather up into the cone. It should fit 
evenly and with uniform tension. 

5- Drill and countersink the rivet holes. 

6- Rivet the leather in place. Be certain that the 
rivet heads are 3-32 in. below the leather and 
well headed on the inner side. 

7- Allow the leather to dry slowly. It will other¬ 
wise shrink too much and expose rivets. A 
coarse file may be used to remove the high spots. 

—Continued next page. 


CHART NO. 263—A Cone Clutch Repair—Chevrolet “490” as an Example—see charts 229 to 232 
for types of clutches used on different cars.(see pages 671 and 672 for Chevrolet transmission 
and rear axle adjustment.) 

Size of piston ring on “Chevrolet 490” engine is 3\y'xh". See page 607 for other piston ring sizes. 





















































ADJUSTING CLUTCHES, TRANSMISSIONS AND AXLES. 


665 


—Continued. 

Clutch Hub Repair. 

If the soider holding the clutch spring retaining 
plug has become loosened, permitting the plug 
to unscrew— K ** 

1- Ciean and scrape both plug and hub end thor¬ 
oughly. 

2- Screw plug into hub until the upper surface is 
slightly below the hub. 

8—Heat end with torch, as shown in fig. 4 and 
run solder into the joint. ’ 

Thrust Bearing Repair. 

1- Examine the balls and races of this bearing, and 
if pitted or showing the slightest indication of 
wear, the entire assembly must be replaced. 

2- Place flywheel on bench, as shown in fig. 2. 

3- Force ball race into flywheel casting. This must 

fhVT ev ® nly come to a seat evenly, otherwise 
the bearing will quickly destroy itself. 

4- Assemble the balls and clutch spring anchor stud 
packing the balls in grease. 

5- Slip the clamp shown in fig. 2 (page 664), over 
the end of the stud. This holds it firmly in 
place and permits one man to put on the retain¬ 
ing springs, 

6- Shp on three old valve springs over the end of 
the stud and pin in place, as shown. The clamp 
may now be removed and the stud, with the 

the U cfutch armg ’ Cannot fal1 apart in reassembling 

An alternative method, and one commonly used 
in assembling the anchor stud and bearings, is to 
place the ball race, balls and anchor stud to¬ 
gether before placing them in the flvwheel They 
may be held together by the three valve springs. 

.? y ^ he . el . ba <* Place on the engine. 

.Bolt it back in the same position as removed. 


a&lR5&AfT 


CUJKB HEUST SSAfiEf) 

Cuteh release KING' 


Do not tighten any one bolt until all are drawn 
snug. This removes the possibilty of having the 
flywheel out of true, which would ruin the 
thrust bearings. 

8— Remove the pin and three old valve springs from 
the clutch spring anchor stud. 

9— Force the clutch back into position. 

10— Bolt clutch hub to clutch spider. Draw 
all bolts up snug, before any one is tightened. 

11— Put clutch spring back in place and pack with 
grease. 

12— Using the compressor shown in fig. 1 or fig. 1A, 
replace the clutch spring retaining pin. 

13— Lift gearbox back into frame. It will have to 
be sprung past the gearbox side arm. 

14— Replace bolt holding gearbox side arm to engine. 

15— Replace the bolts on rear clutch hub drive ring. 
Bring all up snug together. 

16— Replace bolts holding gearbox to side arms. 
(Make certain that the shims are replaced exactly 
in the same position from which they were 
removed.) 

17— Replace clutch release shaft with clutch yoke 
and pedals. 

18— Cennect brake rods. 

19— Replace V-brake, connecting gearbox support 
with engine. 

20— Refill oil reservoir on clutch yoke and grease 
cups on clutch cross shaft. Oil all working 
parts. 

21— Replace wiring. Start engine and note whether 
everything seems to be working properly. If there 
is a rattle in the clutch drive ring it will indicate 
that the gearbox is out of line. The shims will 
have to be shifted or possibly removed. When 
perfect alignment is reached the rattle will cease. 

Fiv 
WHEa 


BRAKE 


atnci BPMssppj 

auioi BRAKE' 

CLUTCH ADJUSTING NUT 
CLUTCH SPRING ■ I 
CLUTCH SPRING BOLT' 
krander SPRING— 
UMBER OWE 


Cwtcft clutch thosAng adjusting Jcature 
*b<( carle which neid oiling 


Foot pedals may be adjusted 
(for height) by removing the 
bolt and placing portion of pedal 
(inserted in fork) where desired. 


The ttmpie btuilebaker clutch. Tcn»lo% 
in molKtalutil bu one oiain spring 

Fig. 2. Fig. 3. 

*Buick 4 Cylinder Car Clutch. 

Fig. 2—Buick clutch is a cone clutch. Here again, the regular antidotes for slipping clutch caused 
by a worn, oily or burned leather, apply. 

A worn leather may be made to hold by increasing the tension on the four large clutch springs with¬ 
in the clutch spider. In doing this be careful to turn the nuts exactly the same amount. 

When the lining of the clutch brake becomes worn, thus allowing the clutch to spin after disen¬ 
gagement and make the shifting of gears difficult, adjust by loosening the clamp bolt and turning the ad¬ 
justing nut to the left or counterclockwise. This will compress the brake spring sooner and conse¬ 
quently stop the clutch more quickly. 

To grease the clutch, loosen the wing nuts and remove the cover of the clutch housing. Give the 
grease cup on the clutch release ring a turn or two. Press the clutch pedal and turn the clutch cone 
around until that grease cup appears and give it a turn or two. Turn the engine over until the grease 
cup on the clutch spider appears and turn that down the same amount. Apply a few drops of flowing oil 
to the clutch release yoke trunnion bearings. This operation should be performed every 500 miles. 

Studebaker Clutcli. 

Fig. 3—Studebaker clutch is of the leather-face cone type to which general rules for the care of 
the leather, renewals, etc., given elsewhere in this book, apply. The clutch bushing is lubricated by an 
oil lead, bored through the center of the crankshaft which takes lubricant from the oil reservoir of the 
engine. If, after long service, new linings on the clutch fail to make the device hold properly, the 
remedy is to wash with gasoline and treat with neat’s foot oil. 

To remove the main clutch spring; this can onl y be done by completely disassembling the unit, and 
either increasing the tension of this spring by st retching it out, or replacing it. On rare occasions 
these springs will break, and of course the only re medy is to replace the spring. 



CHART NO. 2(J4—Cone Clutch Repair—Continued. Buick, Studebaker Cone Type Clutch Adjust¬ 
ment. Foot Pedals. *See index for Buick “six” clutch, which is a multiple disk type. 

(Moter Age.) 















































































666 


DYKE’S INSTRUCTION NUMBER FORTY-SIX-A. 


Fig. 19. 
is Wy 3 
tig. 17. 


page 660. To remove 


Fig. 19. 


OVERLAND 


Overland Clutch. 

Cone type, leuther faced. Clutch tension 
powerful springs, per fig. 3, page 647 and 

springs use pry, 
per page 647. To 
increase spring 
tension, turn 
nuts in. Each 
nut to be turned 
same annum t. 

Caro: turn grease 
cups down once 
a week and keep 
supplied with oil. 
O i 1 ball-thrust 
bearings every 
600 miles, which 
can be easily 
reached by oil 
can to side of 
clutch spokes. 


CLUTCH BRAKE 

CLUTCH ROLLERS— 

CLUTCH SHIFTER-rE 
YOKE 

CLUTCH SPRINGS' 


adjustment for 
TAKING UP WEAR 



pages 


Clutch Pedal 
f should be adjusted 
so there is H inch 
between pedal and 
bottom of Toe 
Plate. / 



♦Dodge Cone Clutch and Transmission. 

Fig. 4. To adjust clutch: Remove cover plate, 
loosen clamp screw on clutch-adjusting nut and 
turn up clutch spring adjusting nut (just below 
clutch “throw-out” fork) with a screw driver un¬ 
til sufficient compression. Then tighten screw. 

Caro: keep clutch yoke grease tube filled and be 
sure it does not clog. Keep drain hole in bottom 
of clutch housing free so oil cannot accumulate on 
clutch leather. Turn grease cup down often, on 
‘ ‘clutch-throw-out.” 

Transmission lubrication: Use 1 part medium grease 
and 2 parts 600W steam cylinder oil and up to Vt " 
of main shaft—see page 670. 

•Dodge Dry Disc Clutch. 

There are 7 discs held together by a heavy spring 
(6, fig. A, page 931). The 4 driving discs (9) 
(covered with wire woven asbestos), are supported 
on 6 pins (3), pressed and riveted into fly wheel. 
The 3 driven discs (8) (plain), are carried on 3 
pins (7) riveted to clutch spider (4) which is 
keyed on clutch shaft (32). Fly wheel pins (3) 
are located outside, or above the clutch spider pins 
(7), so that they can turn independent of the clutch 
spider pins when clutch is disengaged. All discs 
' WHEEL 


GEAR Shift 
LEVER 


UNIVERSAL 

JOINT 



E>R1NG ADJUSTING NUT 


I f sufficient 
tnrow-out cannot 
be obtained thru 
the adjustments, 
an earlier separa¬ 
tion of Clutch 
Discs can be ob¬ 
tained by placing 
a 3/32 inch wash- 
er on each driving 
Js . stud at tltis point 


Weai of Clutch 
during first S00 
miles moves 
Clutch Collar 
away from Clutch 
necessitating free¬ 
dom of Clutch 
Pedal so it can 
move farther up 
thru Toe Plate. 

-Showing Clutch 
fully disengaged. 


Do not slip the 
clutch except when 
absolutely neces¬ 
sary and then only 
when you know it 
has sufficient lubri¬ 
cation to stand it. If you feel that you must do so, 
owing to lack of confidence in your ability to handle 
the car through congested traffic, remember that the 
lubrication of the throwout collar will need more 
frequent attention. 


are free to slide upon their supporting pins and 
are held together by the clutch spring (6) when 
clutch is “in.” 

To tighten clutch spring: compress enough to allow 
split washer (see fig. 1, page 932), which fits into 
one of three grooves cut on clutch shaft, to be 
moved forward to the next groove. The two halves 
of this washer must fit securely into groove so that 
clutch spring rear retainer fits snugly around it. 

Care: Keep foot off clutch pedal except when used, 
otherwise disc facings and ball-bearing throw-out 
will wear excessively. Do not slip clutch unneces¬ 
sarily, as this causes fabric to become glazed and 
slip. Keep drain in bottom of clutch housing open. 

Lubricate ball bearing clutch release (12) by keep¬ 
ing grease cup, located on the toe board to the 
right of the accelerator pedal, well filled and give 
it one complete turn every 100 miles. Make sure 
that the clutch release grease tube (34, fig. A, 
page 931), is tightly connected and unobstructed. 

Hudson Clutch. 

Fig. 20—Hudson clutch is the lubricated disk, cork 
insert type. 

Renewing the oil and lubricating the clutch throw- 
out collar are the only attentions necessary. 

The fact that the cork inserts become saturated 
with oil makes it comparatively difficult to abuse 
this clutch as compared with other types. However, 
its action will be affected if instructions in regard 
to the quality and quantity of lubricant are not 
strictly adhered to. Never put more than a half 
pint or mixture in at one time. Always drain the 
clutch to remove the used oil before filling in any 
fresh oil. Half kerosene and half good engine oil. 

Clutch adjustment (see fig. 20), should be inspected 
occasionally: 


CHART NO. 2(>5—Examples of Cone Clutch, and Disc Clutch Adjustments. 

•The first 60,000 Dodge cars used the “cone” clutch as above. Later cars use disc clutch, drv type—consisting 
of 4 driving and 3 driven members. See page 931, 670 and Insert No. 1. See page 689. Dodge Brake Adj. 
































































































































































































ADJUSTING CLUTCHES, TRANSMISSIONS AND AXLES. 


667 


! 




i 


Reo Dry Disk Clutch. 




Fig i—if worn, the facing should be 
renewed, and the rivets countersunk 
below the surface to prevent grooving 
the steel disks. The steel disks should 
be renewed if grooved or warped 


F|g 2—The assembly Is facilitated by 
the use of a simple compressor, applied 
In the manner Illustrated. It is cast 
Iron, though a similar one could be 
forged from bar stock. The main 
thing Is to use a compressor of some 
.Oort 


Evidence of Trouble. 


1-Slipping clutch: This is often caused by lack of 
proper clearance between the clutch opening fin¬ 
gers and the release plate. This clearance should 
never be less than Vie or more than % inch, 
when the clutch is in. This necessitates an ad¬ 
justment of the clutch opening fingers, (see clutch 
adjustment below.) 


p lfl. S— Clutch assembly. 
When the disks are worn 
out, surface A touch#* 

surface 8 



Fig. 4—To adjust clutch opening 
fingers, turn the adjusting screw on 
the clutch pedal until the clear- 
• nee between the fingers and tha 
release plate Is about 1/1« in. 
when the clutch is In. The release 
plate should th#n spin fresiy 


Another cause of slipping clutch is too little ten¬ 
sion on the clutch springs, contained in recesses 
in the flywheel, as shown in fig. 2. The nuts on 
the engine end should be tightened enough to 
prevent the clutch from slipping, but not enough 
to make the pedal difficult to operate. Never 
tighten the clutch spring nuts until the release 
fingers have been adjusted to the proper clearance. 
Neither of the above adjustments will have any 
effect if the lining on the disks are worn so thin 
that the clutch casing seats on the flywheel, as 
shown in fig. 3, at A and B. When worn thus, the 
clutch must be removed. 

Continual slipping cause the disks to get very hot, 
warping the steel disks, as shown in fig. 1, and 
raising the rivets on the lined disks so that they 
cause the clutch to chatter, with the possibility 
of grooving the disk and giving them a per¬ 
manent warp. 

2-Noisy clutch—particularly when released: This 
is due to worn clutch thrust bearing, (see fig 3.) 
A removal of the clutch and replacement of the 
bearing is necessary. 

To Remove the Clutch. 

1- Remove floor boards. 

2- Remove starter driving chain. 

3- Remove the two battery wires running to starting 
motor. 

4- After removing the two bolts holding the right end 
of the starter, and the single bolt at the left end, 
remove starting motor. 

6-Remove short drive shaft, with its universals, that 
connect clutch and gearbox. 

6- Remove brake rods. 

7- Remove bolts on clutch cross shaft and spring 
it up. 

8- Remove clutch cross shaft. 

9- Remove the nuts that hold the clutch spring bolts 
at the rear of the flywheel. Remove bolts. 

10- Pull clutch out and remove from frame. 

11- Place clutch ring assembly on bench with clutch 
rings up. 

12- Remove snap ring and then remove all friction 
rings. 

(Note how the rings are removed that they may 
again be built up in the proper sequence.) 

18-Clean all parts with gasoline and scrape out the 
clutch ring recesses both on the flywheel and the 
clutch hub. 


be opened down below the surface, if tha facing 
does not have to be renewed. 

1— To replace facing: Cut off heads of old rivets, 
taking care that the disks are not sprung out of 
shape. 

2— Examine each disk to see that it is not sprung or 
warped out of shape, and note whether the steel 
disks are grooved. If either is the case the disks 
must be replaced. 

3— Using each disk as a template, drill the rivet holes 
in its new facings. Countersink the facings slightly 
for the rivet heads. 

(The new facings can best be obtained from the 
car makers, and this should be done if possible.) 

4— Using solid copper rivets, rivet the new facing 
to the disk. 

6-Examine ball and roller bearings of the clutch 
for wear and the clutch bushing for looseness. 
Replace with new ones, if any amount of wear is 
evident. 

6-Use little grease in assembling the bearings, as 
the clutch must be run dry. 

1- When assembling clutch: Make certain that the 
rings are inserted in proper relation to each other. 
(An asbestos faced disk goes in first.) 

2- Slide clutch back into place. 

5— Using clutch spring compressor, as shown in 
fig. 2, replace nuts on clutch spring bolts. Do not 
tighten these nuts yet. 

4- Ileplace clutch cross shaft. 

5- Reconnect brake rods. 

6- Replace drive shaft and universals. 

7- Replace starting motor, wires and driving chain. 

To Adjust Clutch. 

1- Adjust opening fingers on clutch throwout collar 
so that they strike the collar together. This is 
done by loosening the clamp bolts, holding them 
to the cross shaft and tapping them into alignment. 
If this is not done the gears will not shift readily. 

2- Adjust the clearance of the opening fingers. This 
is done by loosening the lock nut on the set 
screw, as shown in fig. 4, and turning the screw 
in to decrease the clearance and out to increase. 
This screw should be turned out until the clutch 
release collar spins easily on the drive shaft 
when the clutch is in. 

3- Tighten the nuts on the clutch springs at the 
rear of the flywheel, evenly, and until the clutch 
does not slip. These nuts should not be* tightened 
so that the clutch pedal works with difficulty. 

Maintenance. 


The Repair. 

If asbestos faces of the disks are worn they must 
be replaced. The split rivets holding them should 


1- If the clutch starts to slip, adjust it at once. 

2- Use no oil on the interior of the clutch, except as 
placed in the two oil openings in the drive shaft, 

3- Do not drive with the foot on the clutch pedal. 


CHART NO. 2GG—Dry Disk Clutch Repair and Adjustment—Reo Fifth as an Example. 

(Motor World.) 







































































DYKE l S INSTRUCTION NUMBER FORTY-SIX-A. 


668 



bOLT 


, ' 


ADiUSTIMC 

bOLT 


L»«t— Pig 1 —TKt import 
• M parts of ti** clutch 
are marked. Note tna 
correct spacing of the 
clutch brake, the position 
of the space block, the 
dowel p*n, and friction 
rings 


Right—Pig. 2—By loosen 
Ing the two adjusting 
bolts and shifting them In 
a clockwise direction, the 
c'utch is tightened 


JWlMDC 

BOLT 


WOOD BLOCK 


Detail of a simoie dutch 
compressor 


Pig. 4—The clutch 
compressor in use. 
If an arbor press is 
at hand, It may be 
used in a similar 
manner. Note the 
block that Is used 
to hold the clutch 
•n the out position. 


and Beck Dry 
Disk Clutch. 


I 


^'9- b— Th* clutch brake ring may 
bo riveted to as flange-, but the 
friction ring* of the clutch should 
run loose »n their working seats 


Evidence of Trouble. 

1- Grinding or clashing of the gears, especially the 
first speed gears when shifting. 

This indicates that the facing of the clutch brake 
(see fig. 1) is worn and must be either adjusted 
or relined. 

2- Continual slipping of the clutch that cannot be 
stopped by draining and cleaning with gasoline 
or by adjustment. 

This may be due to either excess oil in the 
clutch casing or to worn friction rings; the excess 
oil may leak in through the dam which separates 
the front oil reservoir from the flywheel case. The 
transmission must be removed and the clutch 
taken down. 


If clutch grabs: Take out one of the adjusting 
screws (see A, page 842) and apply a mixture 
of 2/3 lubricating oil, 1/3 kerosene, through this 
hole with an oil gun. As a rule, a bath of kero¬ 
sene is all that is necessary. Sometimes, merely 
tightening clutch spring will remedy the trouble. 
If neither of above, then see 3, under “evidence 
of trouble.” 

To tighten clutch—see pages 43 and 842. 

To Repair Clutch Brake. 

This brako is designed to stop the spinning of 
the clutch aud to prevent gears clashing when 
shifting. To examine: 

1— Press clutch pedal way down. 

2— Examine brake and see whether it actually touches 
the collar or not. If it does not touch, the 
transmission must be removed. Note how far it 
comes from touching. 

3— Remove gearbox. This method may vary some¬ 
what in the different cases. 

4— Examine clutch brake friction band. If in good 
condition, it will not be necessary to install a 
new one, as a N*etnl washer placed between it and 
the shoulder on the main drive pinion will raise 
it sufficiently to touch the brake. The thickness 
of this washer depends on the distance the 
clutch brake and flange were apart, as shown in 
fig. 2. 

5— Unscrew clutch brake (this is a left hand thread) 
and place the metal washer between it and the 
drive pinion. It is better to reline the clutch 
brake after washers amounting to in. have 
been installed. 

6— If the clutch brake faci»g is worn very thin or 
glazed it should be removed and a new one riveted 
on in its place. Copper rivets should be used, 
and they should be countersunk well beneath the 
surface of the facing, (see fig. 5.) 

Providing the adjustment of the clutch is O. K. 
and the friction rings are in good working order 
the gear box may now be assembled. 

To Remove Clutch 

Necessitated by worn clutch rings, actual failure 
of the clutch to operate or continued presence 
of oil after repeated cleanings. 

1- Mark clutch cover and flywheel so that the cover 
may be replaced exactly as removed. If the 
cover should be replaced wrong, the clutch will 
not operate. 

2— Throw clutch out and lock by placing a block of 
wood (space block) as shown in fig. 1. 

3— Remove clutch cover bolts. 

4- Draw clutch out. 

If all working members are in good condition and 
not worn excessively new friction rings should 
be slipped in place and the clutch assembled. 
It may however, be necessary to completely dis¬ 
mantle the clutch in order to replace the spring 
or some worn member. 


5- Slipping of the clutch, followed by chattering 
and grabbing. This indicates that the asbestos 
friction rings are glazed and should be replaced, 
requiring that the clutch be removed. 

4-Actual failure of the clutch to operate, or ex¬ 
cessive noise when the clutch pedal is pushed out, 
indicating that the clutch spring or some of the 
operating members are worn or broken, and hence 
necessitating a removal of the clutch. 

(Ordinarily a washing and adjustment of the 
clutch will place all parts in good condition. 
Unless it is positively indicated that a removal 
is necessary, cleaning and adjustment should al¬ 
ways take place before tearing the clutch down.) 

To Clean tho Clutch. 

1- Remove drain plug at bottom of clutch housing. 

2- Remove clutch inspection plate. 

3- Loosen clutch flange retaining bolts holding 
flange to flywheel. Do not loosen these bolts 
more than *4 in.; just enough to allow the oil to 
drain out. 

4- Squirt a little gasoline into the clutch, washing 
out the residual oil. 

6— Tighten clutch flange bolts. 

The clutch may slip for a short time until all the 
oil has been squeezed out. But if it continues 
to slip or grow worse there must be a leakage 
from the crankcase that must be stopped, and 
hence the clutch must be taken down. 


To Dismantle Clutch. 

1- Place clutch on compressor, shown in fig. 4, aud 
tighten the stud nuts. 

2- Iiemove the distance block. 

3- Unscrew retaining collar. 

4- Remove stud nuts of fig. 4, permitting clutch to 
come apart. 

6-Examine all parts for wear and replace worn 
parts. 

6- Reassemble clutch, using compressor shown in 
fig. 4. 

7- Place distance block in position and remove clutch 
from compressor. 

8- Place friction ring, then clutch plate in flywheel, 
followed by the other friction ring. 

9- Then put the clutch assembly in place, making 
sure that the dowel pins, or set screws, are in 
place on tho inside rim of the flywheel, and that 
they fit into the slots of the driving plate. 

10- Replace clutch, cover bolts, making sure the 
cover is on the same position as removed. 

11- Replace transmission, drive shaft, etc. 

12- Check up adjustment of pedals and clutch as 
outlined, and see that clutch brake is working 
all right. 

13- Grease all parts and replace miscellaneous 
fittings. 




i 

i 


CHART NO. 267—Care and Repair of a Dry Disk Type of Clutch—The Borg and Beck as used ou 
many different cars—see page 543, also see pages 42, 43 and 842. 

(Motor World.) 










































































* Overhauling the Gear 

Usual troubles are: (1) stripped gears; (2) 
bearings worn permitting shaft to drop out 
of alignment (see page 732); (3) dogs 

worn and will not catch; (4) dripping oil 
from gear box. 

The cause of dripping oil is due to either 
a loose gasket (lig. 2, chart 291), or to too 
much oil—running out at the bearing, or 
worn felt gasket sometimes used. Carry the 
oil level slightly below the secondary shaft. 
The lower gears will splash oil to all parts— 
see pages 20 3 to 205. (Note Overland uses 
grease—(see page 670—see Dodge 670, 666.) 

Causes of the Other Troubles. 

When dogs become worn (see part No. 139, 
page 4 8), so that they slip out of engage¬ 
ment, they may be dressed up or squared 
by grinding. 

Noise: In gear boxes where shaft ends 
are supporter by single row ball bearings, 
with no provision for end thrust and are 
noisy—replace bearings. 

Considerable wear in bearings will change 
the distance between centers of the trans¬ 
mission shaft—replace bearings. 

Difficulty in shifting gears: Three rea¬ 
sons: (1) sticking or dragging clutch 
caused by heavy oil; (2) teeth of shifting 
gears burred; (3) considerable wear in bear¬ 
ings—throwing shaft out of line, which also 
causes noise. 


Set or Transmission. ggg 

End play—may be discovered by grasping 
the universal joint behind the gearset and 
attempting to move it forward or backward. 
If looseness is found, adjustment is needed. 
If end play is allowed to develop gears are 
likely to be stripped. 

To determine cause of clashing gears: re¬ 
move cover plate over clutch and, with rear 
wheel jacked and car in gear, let clutch in 
and out. If clutch continues to spin after 
it has been thrown out, look to clutch brake 
or too close an adjustment or heavy oil— 
causing gears to drag. 

Note: Don’t allow a nut or any chips of 
metal to lodge in transmission case—it will 
strip the gears if caught between the teeth. 
This also applies to engine and differential. 

Don’t use waste to wipe out the interior 
of a transmission—it leaves lint. 

Speed Gear Ratios. 

The gear ratios on transmissions of three 
speeds (Warner as example) is; (1st) speed, 
2.5 to 1; (2nd) speed 1.7 to 1; (3rd) speed 
1 to 1; (reverse) 3.4 to 1. 

On four speed gear sets it is approximate¬ 
ly, (1st) 3.6 to 1; (2nd), 2.07 to 1; (3rd) 
1.32 to 1; (4th) 1 to 1; reverse 3.9 to 1 
or 6.1 to 1. 

The average ratios will be about as fol¬ 
lows: 1st 3.24 to 1; 2nd 1.95 to 1; 3rd 1.19 
to 1; 4th 1 to 1; reverse 4 to 1. 


Rear Axle Pointers. 

The three types of rear axles in general Fuli-iioating—Same as %-floating except 
use are the Semi-floating, % floating and that each wheel has two bearings (wheels 
Full-floating, as explained on page 33. do not depend on the shaft for alignment.) 


To find the type used on leading cars, see 
pages 543 to 54 6. On these pages, the 
make of axle as well as the type is given. 
For the Ford axle, see supplements. For the 
Marmon axle, a % floating type, see page 32. 

The S. A. E. distinction between the 
throe types of axles is as follows: 

6emi-floating—Inner ends of axle shafts are 
carried by differential side gears (dif¬ 
ferential carried on separate bearings). 
Outer ends of shafts are supported by 
bearings. 

%-floating—Inner ends of shafts carried 
same as in semi-floating. Outer ends of 
shaft supported by the wheels (only 
one bearing is used in each wheel). 


Advantages of the semi-floating axle (by Packard 
Motor Car Co.) In the semi-floating axle, the 
wheel hubs can be made slightly smaller and 
because of location of bearings, the stresses in 
rear axle can be kept lower than in the full- 
floating type. 

There is a slight advantage also in the bear¬ 
ings, as the full floating type have to use a 
bearing with a smaller ball, since it must fit 
around the sear axle tube. In the semi-floating 
type, the bearing has a smaller bore, and there¬ 
fore, larger balls can be used as it has only to 
go over the axle shaft. 

Another advantage is; the rear wheels can be 
more readily removed when replacments are nec¬ 
essary — wheels being replaced oftener than 
shafts. Still another advantage claimed is that 
of lubrication; as the outer bearings can be lu¬ 
bricated from the inside, and an oil retainer 
placed on the outside, whilst the full-floating 
type must have a separate supply of lubricant to 
the rear wheel bearings. 


iPointers on Removal of Differential.** 


Removal of differential in a semi-floating axle 
and some %-floating axles; the entire rear axle 
assembly must be removed from the car. For in¬ 
stance, soe Ford Instruction 

The axle must be removed from car, as shown 
in fig. 1, page 675. The axle housing is usually 
divided in the center. 

After housing and wheels are removed, the 
axle is then disassembled as shown in figs. 4 and 5. 

fRemoval of differential on all full-floating axles 
is done by withdrawing the axle shafts, leaving 
the wheels supporting the car and housing intact, 
as explained on page 679 (Studebaker). The 
differential can then be drawn from rear of ^hous¬ 
ing by removing cover plate (fig. 1, page 677), or 
drawn from front of housing with drive shaft. 


In the full-floating typo the axle housing ia 
seldom divided in the center. 

How Axle Shafts are Fastened. 

The semi-floating axle shafts are fastened to 
the differential by different methods. In some 
it is by means of a tapered pin, and key, others 
by split clamps which fit over heavy threaded 
portion of shaft end; still others by the use of 
Woodruff keys or split washers, as per Ford and 
per Maxwell (chart 273, fig. 5.) 

The full-floating axle shaft is not fastened but 
is either square or “splined.” Splines take the 
place of keyways, see fig. 7, page 680. 

Removal of Wheels. 

For removal of wheels see page 675. Pinion 
adjustments etc., see pages 673 to 679. 


★ See pages 544 to 546. “Specifications of Leading Oars.” for types of axles, gearsets, etc. on leading 
cars **See page 749 for the M & S locking differential, t^ee also, page 932 for the Dodge full¬ 
floating axle. tSee page 583 for replacing a ring gear on a differential and one cause of noisy gears 
in rear axle housing. 


670 


DYKE’S INSTRUCTION NUMBER FORTY-SLX-A. 



QRAUf PL VC 

CLUTCH SFRIW ADJUJT1HS N'JT 

.Cutguag Hitch of Mjatccll grartet and clutch* The clutch adjusting nw t» are shay^t^ 
-GR^sr CUP ) 



G*£ASC Cu* 


' ptticJfc gearset, showing preatc cups over and under 
universal housing 


Oil DRAIN PLUG 



=sir 

PINION' SHAfT BEARING ADJUSTING NUT 


Jiludi'b ak cr rear a xle year set showing ptnion shaft hearing adjusting nut 


Studebaker Transmission. 

Studebaker gearset—The Studebaker sliding gear 
it a unit with the rear axle and is of conventional 
•elective three-speed type. After a great deal of 
service the gearset pinion shaft may need adjust¬ 
ment in the suspending bearings. 

To determine whether or not adjustment ?s 
needed endeavor to push the universal back and 
forth and if the shaft shows play where it enters 
the gearset case, it indicates that the roller bear¬ 
ings need taking up. The operation is performed 
through the pinion shaft adjusting nut. This nut 
is locked by a pawl and the pawl, in turn, is 
locked by the lock bolt which holds the adjusting 
nut. Loosen the nut on this bolt and the pawl 
can be removed from the adjusting nut. 

To make the adjustment, turn out the adjusting 
not until the play between the shaft and gearcase 
disappears. It is not necessary to draw the nut 
up excessively tight When the operation is com¬ 
pleted, lock the units in the inverse operations by 
which they were unlocked. 

A light gearset grease is advised for oiling. 

Buick Transmission. 

Buick gearset—The main shaft of the Buick gear- 
net is ball-bearing mounted. To lubricate, it should 
be filled with steam-cylinder oil, which is about 
the heaviest flowing oil obtainable, and to do this 
the filler cap on the right side of the gearset case 
must be removed and the case filled to the level of 
the opening. Above model is the type used on all 
models prior to model K. There are some improve¬ 
ments on the model K. 


Maxwell Transmission. 

The Maxwell gearset is conventional sliding gear, 
three speeds forward and reverse. Bearings are 
non-adjustable, but if properly cared for should not 
need renewal. 

To oil the gearset, remove the filler plug in 
the top of the gearcase cover and pour in a very 
heavy flowing oil, preferably a steam cylinder oil, 
until the lower or countershaft gears are about half 
covered. When the case is empty this will require 
about 1 quart of oil. Do not use hard grease. 

The clutch used on the Maxwell is a cone type 
faced with a fabric composition, and runs in a bath 
of oil. To remedy slipping in the clutch, provid¬ 
ing that the fabric facing has not become worn 
down excessively, remove the hand-hole cover from 
the forward top of the gearset case and take up 
tension on the three springs. Each spring should 
be tightened an equal amount. A grabbing clutch 
probably means lack of oil or possibly that there is 
too great a tension on the springs. 

The clutch housing should contain from 1 to 1% 
pints of lubricant. Ordinary motor oil will give 
the best results. This oil may be inserted through 
the inspection plate on top of the clutch housing 
and should be renewed every 2,000 miles, the old 
oil being drained out through the drain plug on the 
bottom of the housing. It is well to flush the 
clutch with kerosene. See page 675—Maxwell axle. 

HIGH AND INTERMEDIATE SLIDING GEAR 
•SHIFTING FORKS 

t / ICW AM REVERSE 
/ SLIDING GEAR 
/UJ SPLINES SHAFT 


DIRECT OR HIGH 
SPEED CLUTCH j 

SHIFTING SHAFT: 



mr — 

REVERSE IDLER 

COUNTEPVHAFT 1 ^ 

DRIVE GEAR \ GfcAK • 

MAIN DRIVE GEAP 


* Overland Transmission. 

♦Overland gearset: Twice a season at least, the 
gear box should be opened and filled with kerosene 
or gasoline and the resulting thin solution drawn 
off through the opening in the bottom of the gear 
case. When the case is cleaned, pack with grease, re¬ 
place the gasket carefully, and screw down the 
cover. 

In disassembling the transmission, the transmis¬ 
sion shaft goes out first, the countershaft next, and 
the reverse gears last. 

The right way to replace transmission hearings: 
The annular ball bearings of the transmission 
should he replaced as follows: 

Place a piece of lead pipe over the shaft and 
against the bearing in such a manner that the 
blow will be borne by the outer raceway of the 
bearing, that is. the one seating in the transmis¬ 
sion housing. If the inner or smaller raceway, or 
the end of the shaft, be hammered upon, the blows 
are transmitted to the balls themselves and in not 
a few cases they are broken, (see chart 277). 

**Dodge Transmission. 

—The Dodge gearset main slidine-eear shaft is 
mounted on ball bearings at either end and loose¬ 
ness means replacement of the bearings. The 
countershaft is mounted on bronze bearings. 

If the gearset is kept properly lubricated 
with clean oil, none of these bearings 
should need replacement in a good many thousand 
miles of driving. Not more than 2 quarts of gear- 
set lubricant should be used in the case. The level 
should be inspected every 1,000 miles and, if it 
has fallen so low that the gears on the main shaft 
do not dip well into the lubricant, the supply 
should be replenished so that they do. The level 
should be kept ifainch below the main sliding- 
gear shaft—see also pages 932, 931. 


0HAKT NO. 2G8—Transmissions or Gear Sets—How to Care for and Adjust. 

•Overland transmission is placed as a unit with the rear axle. **See pages 666, 931, 932, for Dodge transmis 
eion, and page 689 for Dodge brake. 

























































































































































ADJUSTING CLUTCHES, TRANSMISSIONS AND AXLES. 


671 


Removing, Disassembling and Assembling Transmission 
—Mitchell as an Example. 


To remove transmission. Place jack under drive 
shaft housing to prevent the transmission from fal¬ 
ling. Remove and slide back the shell covering clutch 
hub. Turn clutch until one slot in clutch hub is up 
and the other down. Remove the two large hexagon 
nuts holding the transmission to the main cross 
frame member. By lowering the jack the front of 
the transmission can be lowered to the floor. Re¬ 
move the eight bolts holding transmission to drive 
Bhaft housing and the transmission can be removed. 

To disassemble transmission. Remove main shaft 
“B” and sliding gears “A” and “J.” After 
the transmission has been taken out of car, the main 
shaft “B’’ with the bearing “L” can be withdrawn 
from the transmission case without disturbing any 
other part. After top cover plate “M” is removed 
the two sliding gears “A” and “J” can be 
lifted out of the case. In drawing out the main 
shaft care should be taken that the thrust washel 
“N" does not drop into the case. A good sug¬ 
gestion is to rest the transmission case on the for¬ 
ward end. 

To remove gear and spindle. To remove gear and 
spindle *‘D” and “I.” Remove the small plate in 
the front side of transmission case (not shown in 
illustration) through this opening unscrew the collar 
“O.” Gear and spindle with universal joint com¬ 
plete can now be •withdrawn. When putting back 
this part be sure the thrust washer “N” is put 
back in place. 

To remove sub-shaft and gears. After the main 
shaft and the two sliding gears have been removed 
as above, take out gear shifting rods “P” ; remove 
reverse idler gear “C” by driving out the short 
shaft upon which the gear revolves. (Don’t at¬ 
tempt to tap inward, this must be tapped out¬ 
wards from the inside.) (See below, to remove 
reverse idler gear.) By removing the plug at the 
forward end of the transmission case in line with 
the shaft a steel rod can be inserted and the short 
shaft driven out. Remove the two bearing caps 
“R" and “R” and move back the sub-shaft 



“F” until bearing “S” comes from the case. Re¬ 
move bearing “S” from the shaft. By lifting up 
the front end of the subshaft it can be taken out 
through the top of the case. 

To remove reverse idler gear. After the large 
cotter pin through the reverse idler gear shaft at 
the outside of the transmission case is removed. A* 
an accessibility feature the reverse idler gear can 
be removed without disturbing any other part. By 
removing the plug at the forward end of transmis¬ 
sion case in line with the short shaft a steel rod can 
be inserted through the hole and the short shaft 
driven out. 

When reassembling you must be careful that all 
gears are in the same relative position in which tb«y 
were originally. 

In a socket at the forward end of the case are 
placed two plungers under the tension of a spring. 
When the sliding gears are in their proper position 
these plungers fall into recesses on the gear shift¬ 
ing rods, holding the gears in position. When the 
gear shifting rods are replaced the plunger can be 
pushed down so the rods will enter by unscrewing 
plug “T.” 

After the transmission is reassembled, test it out 
before it is reinstalled in the car. Put it in 
different speeds to see that is it assembled correctly. 


Care of Transmission, Chevrolet as an Example. 



The transmission is the regular selec¬ 
tive type, having three speeds forward 
and one reverse. The clutch is explained 
in chart 263. 


To lubricate, fill every 1,000 miles with 
No. 600-W steam cylinder oil, not grease, 
so that oil level stands at bottom of the 
upper or splined shaft. 


To clean: Once every 2000 miles wash 
out transmission with kerosene to remove 
any particles of metal worn off the gears 
or other foreign substances. To do this 
remove the drain plug at the bottom of the 
transmission case and allow the oil to 
drain off, after which flush out thor¬ 
oughly and refill with oil. 


then be lifted off. Remove the pinion shaft bear¬ 
ing lock stud (fig. 33, chart 270), and with a lead 
hammer or piece of w r ood held against the upper of 
universal joint end of the propeller shaft, drive the 
shaft and bearings from the housing. 


Chevrolet Rear Axle. 


This is almost a true semi-floating type 
of axle. The bearings however are not 
direct on the axle on the outer end, but are be¬ 
tween the housing and rear wheel hub (see fig. 33, 
chart 270), therefore it is termed a % floating type 
(see page 669 and 33). 


How to remove the rear axle assembly:. Jack up 
the car and remove bolts and clips holding springs 
to axle housing. Disconnect all brake rods from 
foot pedals to rocker shaft mounted on the pro¬ 
peller shaft housing, and slide entire assembly from 
under the car. 

How to remove the propeller shaft: Slide the 
axle assembly from under the car and remove nuts 
holding the propeller shaft housing to axle hous¬ 
ings The propeller shaft housing assembly can 


Extreme care should be used not to batter the 
end of the shaft. If a few smart blows do not 
start the bearing, examine it carefully. Probably 
a burr is holding it or the inside edge of the hou«- 
ing may have become battered over. The drive 
pinion and bearings can then be removed by un¬ 
screwing the nut on the end of the propeller shaft. 

Replacing drive pinions: Should it become nec¬ 
essary to replace the drive pinion, extreme care 
should be exercised to see that the tapered hole of 


i 


1 


CHART NO. 201)_Removing and Disassembling a Transmission—Mitcliell and Chevrolet as examples. 











































































DYKE’S INSTRUCTION NUMBER FORTY-SIX-A. 


—continued from Chart 269. 

the gear fits the taper on tho shaft snugly and at 
all points. Always, before putting the now pinion 
on the shaft, remove the cotter pin holding the ad¬ 
justing nut and turn the nut back two or three 
turns. As it is impossible to machine two tapered 
holes exactly alike, one gear may “go on” a little 
farther than the other, so if the adjustment were 
not changed the gear would “shoulder” against 
the bearing before obtaining a good seat on the 
shaft. 

It is a good plan to “try” the fit of the gear 
on the shaft before finally assembling. The best 
way is to secure a little Prussian blue and spread 
it thinly around the bore of the gear. Press the 
gear on the shaft, then remove and note the marks 
made on the shaft. If the “bearing” is uneven 
smear a little valve grinding compound en the 
shaft and with a reciprocating motion “grind” 
the gear to its seat. Much depends upon securing 
a good snug fit, so take your time, as it is a good 
insurance against roadside repairs. After having se¬ 
cured a good fit, securely lock the nut and spread the 
cotter pin. Before fitting the gear examine the key. 
If this is loose in the shaft or worn replace it with 
a new one. The adjusting nut should then be set 
up and securely locked with a cotter pin. Care 
must be used not to get the adjustment too tight; 
however, it should be snug. If the holes for 
cotter pin will not “line up” without getting the 
bearing too tight or too loose, make a washer of 
tin or brass and insert betwen the nut and center 
thrust bearing washer. 

In replacing the propeller shaft and bearings in 
the propeller shaft housing care must be used not 
to crowd the bearings. Be sure to line up the hole 
in the bearing sleeve with the hole in the housing 
for the pinion shaft bearing lock stud, after which 
replace the stud. 

How to Remove Differential Assembly. 

Remove the propeller shaft housing assembly and 
rear wheels. The axle housing is in two parts, right 
and left, bolted together in the center. Remove 
the bolts and slide the housings off the shafts. 

The differential gear case is in two halves and 
can be separated by removing the clamping bolts, 
after which the axle shafts with the main shaft 
gears can be withdrawn. 

The differential main shaft gears are keyed and 
pinned to the axle shafts. After removing the pins 
the gears can be pressed off the shafts. 


Before sliding the axle housings back on tho 
shafts, examine the differential thrust bearings. If 
they are worn or roughened, replace them, as these 
must be in good condition, otherwise there is dan¬ 
ger of broken gears. 

Once every 2000 miles it Is a good plan to test 
the thrust bearings. To do this jack up the rear 
of the car so that the wheels clear tho ground. 
Grasp the wheel and push in and pull out. If any 
play exists it represents the amount of wear on the 
thrust bearings. If thia is more than %2 of an 
inch tho axle must be disassembled and new thrust 
bearings installed. 

After the axle is assembled remove the filler plug 
and pour oil into the housing until it runs 
out of the filler plug hole. No. 600W steam cylinder 
oil is the best for summer use and light cylinder 
oil for freezing weather. 

Before connecting the axle with the transmission, 
pack the universal joint with cup grease. 

How to Remove the Universal Joint. 

With the axle removed from under the car, take 
out the five cap screws holding the joint ball re¬ 
tainer collar and pull the ball joint from the socket. 
Remove the four clamp screws holding the two uni¬ 
versal joint rings together (fig. 34) and separate 
the rings. The nut holding the universal joint yoke 
to the transmission shaft can then be removed and 
the yoke pulled off the shaft. 

How to Adjust Chevrolet Brakes. 

It is important that the brakes be adjusted 
evenly, that is, that when applied both grip the 
brake drums with the same pressure and at the 
same time. 

The rods connecting the foot pedals with the 
brake shaft on the propeller shaft housing are 
provided with turnbuckles. (See fig. 19, chart 264.) 
By turning these the rods can be shortened or 
lengthened, which in turn tightens or loosens the 
brake bands. 

Caution: Do not adjust the brakes too tight, 

otherwise they will “drag,” using up power and 
wearing out the brake linings in a very short time. 

Should one brake “grab” or take hold too quick¬ 
ly, remove the brake operating cable yoke pin on 
that side and shorten the cables by screwing up the 
yoke ends. 


In reassembling the differential be sure that the 
two fibre thrust washers are fitted into the re¬ 
cessed ends of the main shaft gears . (see fig. 5, 
chart 273.) After tightening the clamping bolts 
be sure to lock them with a wire passing through 
holes in their heads. 


Care should be taken to see that both brakes are 
adjusted alike as serious harm will result if one 
wheel does all or most of the braking; it will cause 
the car to skid more easily and cause exessive wear 
on the tire. It also puts an undue strain on the 
axle parts. 


CrstM Cup. 


Propeller Shaft Buthttv* 


PI*. SS-Atettooal riew of r»*r ail« 



Socket 


-'joint Bali Retainer Collar 
^Universal Joint Rlnga 
Universal Joint Pina 

, Propeller Shaft 
. Propeller Shaft 
Housing 



Universal 

Joint Rings 
Clamp Bolts 

Ft* 34— Sectional tiiw of ball and aocket 


Brake Bund Clips 

Emergency 
Brake Band Spring 


emergency 
Brake Cam 
Service Brake, 
Toggle 


Servlet Brake 
tend Stud 


Service Brake 
Operat'r.g 
Lover 



Service BraM 

Brake Drum 

Emergency 

">rake 


Anchor Stud 
'Spring 


Anchor Stw4 


PI*. 3S—Chevrolet >r*ke 


Outer Bearing 
Main Axle 8haf1 
rchaBUa^ 


CHART NO. 270—Rear Axle (% -floating type) and Differential—How to Remove and Roplaco 
Parts—Chevrolet “490” as an example. 

Chart No. 271 omitted (error in numbering). 











































































* Adjusting Timken Rear Axle—Type Indicated Below. 673 

There are three conditions that make adjustment of gears advisable. These are: 1—Ob¬ 
jectionable noise; 2—Excessive backlash; 3—Looseness between the bearings on the pinion 
shaft or at the differential. 





LEFT ■<- 


apply 

axles 


No. 2 


-► RIGHT 


1st.—To eliminate noise, loosen nut No. 1 at “A” and then loosen nut No. 2. Remove 
the cover at “B” and loosen clamp bolt No. 4. Turn the slotted adjusting cup towards the 
left, one notch and tighten up nut No. 2, then nut No. 1 just enough to let the shaft run 
freely without end play. If this lessens the noise, loosen nuts No. 1 and No. 2 and turn 
adjusting cap another notch and repeat this operation until quietest point is found. If noise 
increases, adjust in opposite direction. When final adjustment is made so that pinion shaft 
has no end play, back off nut No. 2 one-quarter turn and tighten up on nut No. 1. Bend 
washer over one flat of each nut, tighten up clamp bolt No. 4 and replace cover. 

2nd—To take up backlash, back adjusting ring at “D” towards differential, (in order 
to allow the whole unit to slide to the right) and turn ring at “C” against bearing cap 
which will force gear towards pinion. These rings have right hand thread. Before turning 
rings, loosen cap screws in bearing cap one-half turn after removing locking wires, (see chart 
272-A.) Proper amount of backlash should 
be approximately .005" or barely perceptible 
looseness, when proper adjustment is made 
make certain that locking pins are back in 
slots of rings, tighten cap screws and replace 
locking wires. 

3rd—To take up looseness in bearings on 
pinion shaft, loosen nut No. 1, tighten up on 
nut No. 2 enough to let shaft run free without 
end play, back off one-quarter turn and tigh¬ 
ten up nut No. 1. If noisy gears result, pro¬ 
ceed as in paragraph No. 1. For taking up 
looseness in differential 
bearings, adjust rings 
“C” and “D” away 
from differential after 
loosening cap screws and 
locking wires as in para¬ 
graph 2. Adjust each 
ring until differential 
runs free without end 
play and if back-lash 
results, pro¬ 
ceed as in 
paragraph 2. 

ADJUSTING 

4th —If gears king 
are so far out 
of mesh that 
no result can 
be obtained 
through meth¬ 
od described 
above or new 
gears have to 
be placed in 
axle, remove 
peep hole 
cover No. 3, 
for .observa¬ 
tion and set 
gears with 
backs flush, 
as a start¬ 
ing point, 
and proceed 
as above. 

These instructions 
particularly for rear 
above mentioned. Other rear 
axles made by this company 
differ slightly* in construction 
from these, but in a general 
way the method described 
above can be used for other 


ADJUSTING 

RING 








Note the 
or helical 
bevel gear. 


spiral 

tooth 






axles also. 


twAR T NO 272—Adjustment of Gears, Timken Rear Axles. Above applies to 1 iinken full-float- 
lag axle, numbers 5741, 5742, 5395, 5396, 538 and 574. McFarland (5742); Hal (5395); 
Daniels (5396); Dorris (5396). (See chart 280B, Adj. Timken Bearings). 

■'hart No. 271 omitted, error in numbering. *See also. Dodge Full Floating Axle, page 932. See page 5S3, how 
o rivet a ring gear (the large bevel gear on differential) to differential flange. 
















































674 


DYKE’S INSTRUCTION NUMBER FORTY-SIX-A. 


Adjusting Timken Rear Axle—Type Indicated Below. 

The same conditions make adjustment necessary as mentioned in chart 27 2. 

1st—Before making adjustments for elimination of noise or "backlash, take up all loose¬ 
ness, if any, in bearings. To do this, remove bolts “A” and locking key << B. M Turn slotted 
ring “C” towards right, while holding ring “D” in its original position, until bearings 
are free from end play, at the same time allowing pinion shaft to turn free. To take up 
differential bearings, remove locking wire in cap screws “L" and loosen screws one-half 
turn. Release locking finger and turn right hand adjusting ring towards differen¬ 

tial until bearings are free from end play, at the same time allowing differential to turn 
freely. 

2nd—When adjusting to eliminate noise, remove bolts “A” and locking key “B” as 
above and turn rings “C” and “D” one slot towards the left and repeat until quietest 
point is found. If noise increases, adjust in the opposite direction. Always turn rings 11 C ’ ’ 
and “D” together when adjusting for this purpose by using a tool broad enough to engage 
slots in both rings. 


3rd—When adjusting to take up backlash in gears, remove wire and loosen cap screws 
“K” “L M one-half turn. Release locking fingers “J .*’ Back adjusting ring (, P” 

away from differential and turn adjusting ring “B” towards differential (right hand thread 
on both) until gear is forced towards pinion so that it has about .006 inch backlash or barely 
perceptible looseness. 


If gears are so far out of mesh that no results can be obtained through method described 
above, or new gears have to be placed in axle, remove peep hole plug “O” for observation, 
and set gears with backs flush, as a starting point, and proceed again as above. 

If noise results from taking up loose bearings, proceed as in 2nd and 3rd paragraphs. 



LEFT 


On the floating axle the standard ratios 
are as follows: all 4% pitch. 

No. Teeth No. Teeth 


Ratio 


in 

Pinion 

in Gear 

3-18/21 

to 

1 . • • • 

21 

65 

8-1/18 

to 

1 . .. . 

18 

55 

8-7/16 

to 

1 .... 

16 

55 

8 2/8 

to 

1 . ... 

15 

55 

8-18/14 

to 

1 . .. . 

14 

55 


After making adjust- 
RIGHT ments make sure that all 
locking keys, cotters, 
wires, etc., are replaced 
and all bolts and cap 
screws properly drawn 
up. If running a car to 
try effect of any adjust¬ 
ments- all bolts and cap 
screws must be properly 
tightened. 

The gears are properly 
adjusted when; first, the 
axle runs quietly; second, 
the teeth are meshing their 
entire length or nearly so; 

third, there is a 
slight back lash 
p In the gears. 


On the semi-floating axle the standard 
gear ratio and other specifications are as 
follows: 


OIL FILLER 


Gear ratio, 4 ! %i to 1; teeth in pinion, 
11; teeth in gear, 49; pitch of gears. 4%; 
track, 56 in.; hub bolt holes, 6 for 12 
spokes; spokes, 1% in. 


CHART NO. 272A—Adjustment of Gears in Timken Rear Axles. Above applies to Timken semi- 

floating or fixed-hub-type axles, numbers 5 230, 5240, 5241, 5252 and 35C. Cadillac 
(6752); Hudson (5241); Jordan (5241); Westeott (5240); Chalmers (35). 





















































































ADJUSTING CLUTCHES, TRANSMISSIONS AND AXLES. 


675 



Fig. 1—The car is readily lifted 
by a chain block and sling. One 
man can do the work, and the 
car Is held without danger of 
falling 





Fig. 6—Breakage of the ring gear 
usually springs the differential 
housing flange. By catching the 
entire housing In the lathe and 
truelng It up by the surface (A), 
the ring gear seat (B) may be re- 
faced with a light cut 


Fig. 4—The differential may 
be most readily assembled 
and adjusted. If caught In 
the vise In this manner. 
Two socket wrenches are 
used to do the work 


Fig, 2—Three horses form a service¬ 
able axle stand, though a special stand 
could readily be made. Never attempt 
to dismantle or assemble a part on the 
floor but get the work up where It Is 
accessible and clean 


loose tkkeaes 




Fig. 3—The feature of this rear wheel 
puller la that the screw is hardened 
tool steel, loosely threaded Into the' 
cap. The* endplay permits a sharp 
blow on the screw to loosen the 
sticking wheel 


Fig. 5— Don’t attempt to remove 
the side bevel gear from the 
axle drive shaft until the split 
washers have neen removed In 
the manner shown 


Evidence of Trouble. 

1-Any excessive grinding or humming indicates that 
the gears are either worn, broken, or poorly 
adjusted. 


2—An intermittent 
every 100 miles. 


catch occurring perhaps only 
This indicates that parts of one 
or several teeth are broken, and are catching 
in the gears. 

3—Actual failure of the axle to operate. 

(Any of these necessitates a removal of the axle 
from the car, tearing down and replacement of 
defective parts with readjustment). 

To Remove Axle. 

1- Block front wheels. 

2- Raise rear of car as shown in fig. 1. 

3- Di*connect brake rods at the point of connection 
to the brakes. 

4- Remove clips holding axle to springs. 

5- Draw axle and housing out to the rear. The 
driveshaft slips out from the universal and 
must be caught to prevent possibility of injury 
to the splined end. 

6- Place the axle on three horses arranged as shown 

in fig. 2. 

7- Remove hub caps. 

8 - Remove axle nuts. 


Fig. 7—In tettlng the adjustment of 
the differential gears, grasp the as¬ 
sembly In this manner, and turn 
the axles In opposite directions. 

They should turn freely all around 

9- Using puller shown in fig. 3, remove wheel*. 

10- Remove torque tube and driveshaft. Save the 
gasket. 

11- Catch the grease in a pail. 

12- Remove nut from one end of axle truss rod. 

13- Remove differential housing bolts. 

14- Pull off the differential housing halves. 

15- Place differential in vise as shown in fig. 4; 
pull cotter pins from bolt ends and remove 
differential casing nuts, allowing the two halve* 
to come apart. 

16- Remove split washers from end by driving the 
gear down as shown in fig. 5. 

17- Remove bearings and all parts, wash and clean 
with gasoline. 

General Repairs. 

1- After cleaning examine all parts for wear. Go 
over gear teeth, to see if any are broken, or 
worn. Also note whether driveshaft bevel gear 
has been wearing evenly along the teeth. The 
face of the teeth should be bright all over. Any 
breakage or perceptible wear necessitates a re¬ 
placement of the gear. 

2- Draw driveshaft from torque tube. Clean, and 
examine bearings. 

3- 1 f the axle has been disabled by a collision, the 
shaft should be caught between lathe centers, 
tested, and trued up, if bent. 

4- If any serious bend is found in either of the 
shafts, the two halves of the rear axle housing 
should be bolted together, tested for alignment 
in the lathe, and straightened. 

5- When the large ring gear on the differential 
must be replaced, its bearing on the differential 
casing should be trued up in the lathe, as shown 
in fig. 6. 

—continued in chart 274, 


CHART NO. 273—The Disassembly and Assembly of Maxwell “25” Rear Axle and Differential. 

This axle is a %-floating for the same reason as the Chevrolet, chart 270, explained in chart 269. It has 
the appearance of a semi-floating, but on account of the bearing being between hub of wheel and 
housing, and bearings supporting differential, it is a true % -floating. Axle assembly must be re¬ 
moved and housing stripped from axle. By referring to Ford supplement, chart 328, a true semi¬ 
floating axle is shown—outer end of axle shafts connect direct to wheels with Woodruff keys. 






































































































676 


DYKE’S INSTRUCTION NUMBER FORTY-SIX-A. 


—continued from page 675. 

The Reassembly. 

1- Replace the shaft bearings, differential housing 
halves, and shaft gears, making certain that the 
split washers are in place. 

2- Replace differential cross gears on differential 
cross and holding shaft in vise as shown in fig. 
4, bolt halves together. (Re certain that the 
thrust washer is in place between the ends of 
the shafts.) 

3- When the halves are bolted together there should 
be about 1-64 in. end play between the two 
halves of the shaft. If tight, take differential 
apart and file a little from the end of each shaft. 


4—Rebolt the halves, and holding as shown in fig. 7, 
turn the two shafts in opposite directions. The 
axles should turn easily all the way around. 

Note—If sticking is noted 
in any place, catch assembly 
in vise (fig. 4) and with tang 
of a file, find by feeling, 
which cross gear is sticking. 
If new cross gears have been 
installed, try changing the 
sticking gear for a new one. 
Or if new side gears installed, 
try changing side gears. 


SPLIT / 
WASHER 


THRUST WASHER 














7 








'paper GASKC* 


BRON2E BUSHING COLLAR 
ft EL BUSHING COL LA? 


Fig. 9—The points on the alfferential assembly that 
6hould be particularly watched, are Indicated In 
the above drawing 


6—Replace the cotter pins in the differential casing. 
Clip the ends over, away from the cross gears. 

6- Using horses shown in fig. 2, slip the halves of 
the rear axle casing in place after packing all 
bearing and gears with nonfluid oil. 

7- Bolt the halves together. (Do not pull one nut 
up tight until the others are snug.) 

8- Now get the torque tube and driveshaft ready 
for assembly. The shaft should turn freely in 
the housing. Bearings should be packed in grease. 


STCCl eusmwc COL LAP 



Fig. 8—The cotter pin In the drive 
shaft pinion lock nut should not In 
terfere- with the thrust bushing, 
and the bushing collars should be 
Inserted In the manner shown 

(Note—If a new driveshaft pinion has been fit¬ 
ted, make certain that the bent ends of the cot¬ 
ter pin in the end of the driveshaft do not inter¬ 
fere with the thrust bushing, (see fig. 8.) 

9- Fill axle housing with a good grade of non-fluid 
oil until the ring gear dips well into the oil. 

10- Place first the bronze washer on to the drive 
pinion thrust bushing, then the steel washer, and 
insert the bushing into the rear axle housing. 

11- Replace the torque tube gasket and slip the tor¬ 
que tube and driveshaft into the axle. Bolt in 
place. 

12- When all bolts are tight; the driveshaft should 
turn freely under the action of a pipe wrench. 
If any sticking is noticed, additional gaskets 
should be placed between the torque tube and the 
axle. If any slack exists in the gears, the gas¬ 
ket should be replaced by one made of thinner 
paper. 

13- Make certain that the brake levers work freely. 
Oil well. Note whether the brake bands are 
wearing evenly and are in good condition. Re¬ 
line, if necessary. 

14- Replace the wheels. Fill hub caps with medium 
cup grease. 

(Note—It is always advisable to grease the rear 
springs with graphite and grease at this point.) 

15- Roll axle beneath car and with one man guiding 
the driveshaft, slip it into the universal. The 
splines may not line up at first and hence it may 
be necessary to crank the engine slowly by hand 
until the two slide together. 

16- Let the car down onto axle; 17—Bolt spring 
shackles to axle; 18-Reconnect brake levers. 






Description of The Essex Model “A” Car. 



FIG. 2 ESSEX WIRING 
DIAGRAM 


Dist. 

Timer 



Starting r -1 

Motor^'' t—* , 


Starting 
'Motor Switch 

, Dash Light 
Ammeter 



Clearance 
.006- 


Storage 

Battery 


FIG. 7lntake Valve 
Overhead 


Valve 


Horn Spark Lever Tail Light 

Button Cow! Ventilator 

Throttle \ Regulator 

*- evef/ Dash Light 

Ammeter- 
il Gauge 
\ \ 
Speedometer 


Ground 




Locknut 


FIG. 8 Exhaust Valve 
° n Side 


FIG. 5 


erminal 


FIG. 1 II 
ESSEX DASH 
(Model A) 

Gea 

FIG. 3 LEFT Shift 
SIDE OF COWL Clutci 


Radiator 

Shutter 

Control, 




Pedal 
Brake 
Pedal 


Starter Pedal 
Accelerator 


FIG. 6 


„ - Gr'nd 
STARTING MOTOR 
--..Field 


Hand Brake 
Leyer 


Terminal- 





•i Gr’nd. 
-'Third 


Carburetor 
, Gas Control 


Carb. 
Control 


Brush 

_' Field 

GENERATOR (Internal) 


Specifications: See page 544. Valves: Inlet 

(fig. 7) overhead, operated from the side. Exhaust 
operated from the side (fig. 8). 

Electric system: Delco three-unit single wire 
system. Starting motor drives through flywheel 
(see internal wiring fig. 5). Generator driven from 
right side of engine. Third brush regulation (see 
fig. 6). To chane output of generator, shift 3rd 
brush. 16 amp. is maximum. 

Ignition: Delco closed-circuit timer and distri¬ 

butor driven at V 2 crank shaft speed with auto¬ 
matic advance. Condenser and ignition resistance 
unit mounted on side of timer—see page 378 for 
purpose of ignition resistance unit. 

Transmission: Selective type, three speed and 

reverse. Gear shift same as fig. 1, page 490. Clutch: 
Multiple disc lubricated type with cork inserts. 
Rear axle: Semi-floating. Carburetor: Pneumatic 
principle, similar to figs. 1, 2, 3, page 183. 

Adjustment of timer gap .018", spark plug gap 
.030", firing order 1, 3, 4, 2. 

Ignition timing: Place spark lever full ad¬ 
vanced. Turn engine until No. 1 piston starts 
to come up on compression stroke and stop when 
D. C. 1-4 mark on fly wheel is in line with pointer 
on fly wheel of engine, then loosen timer adj. screw 
in center of distributor shaft and turn breaker 
cam so that rotor button will be in position under 
No. 1 high tension terminal or that which leads 
to No. 1 cylinder, when the distributor head is 
down in place. Locate the breaker cam carefully 
in this position so that when the slack in the 
distributor driving gears is rocked forward the 
contacts will be opened by the breaker cam, and 
when the slack in the gears is rocked backwards, 
the contact will just close. Valve timing, page 542. 


CHART NO. 27 


Maxwell Rear Axle—Continued. Description of the Essex Model “A” Car. 




















































































































OVERLAND 4. 


677 


FIG. 7 TOP VIEW OF THE 
OVERLAND - 


rr f 



Brake 

Shafts 

o • 

o 

* 


4ft 3 





Horn Button 

Clutch Pedal 



i 


4=3 


w. 


Spring Cantilever 
Three Point 





3» x 3^-Tires 


Water Outlet 
Water Inlet 


Exhaust Pipe 



Muffler 
Sel 

Transmission 
Universal Joints 


Clutch Qutch Housing 

Cover 


r , = Air . ra 

T XP e 4 Cylinder Timer 

Engine Distributor 


Starting 

Crank 

Shaft 


Spring Cantilever 
Three Point 


Tread 56"; Wheel base 100"; Clearance 9 y 2 "; 
Rear axle % floating with spiral bevel gears; 
Gear ratio 4% to 1; Wt. 1825 lbs.; Spring base 

_ 130". 

ZP FIG. io WIRING DIAGRAM [ I 

u—j t Head Lamp \ / Brush Hold Down 

Right y Spring. To Battery 

Terminal 



Generator is 
^ driven from right 
side of engine by 
helical gears, 
from crank shaft. 


Air Shutter 
fy Cold A,r 



fl Air 
Horn 


£) Inlet From 
Dram Plug GaS Tank 


Specifications Overland 4. 




Tail Light 

-i 



Light Switch 


CONTROLS 


^nition 

Switch 


Speedometer 


Instrument 


Horn / 
Button 


Choke 


Am- 

^S-meter 

Gas 

QyThrottle 
_ ^Spark 

Accelerator 


Hand Brake Lever. 


Starter Button . 


Note spark and throttle control on 
cowl board. 


Engine: 4 cyl. 3%" bore x 4" stroke. S. A. E. h. p. 18. 
Actual 27. Three bearings. Lubrication, splash, and cen¬ 
trifugal force. Oil thrown from periphery of fly wheel 
which feeds under this pressure to crankshaft bearings. Mono¬ 
bloc L-type cylinders with separate head. Helical timing 
gears. 

Valves on the side. Size 1 %g" di. head; %" di. stem; 1%" 
di. in clear; 45° seat; % 2 " lift- Cast iron head welded to 
steel stem. Rings; 3, and are 3%" di. x %6" wide. 

Valve timing: Inlet opens 0.97" past upper d. c.; inlet closes 
2.83" past lower d. c.; exhaust opens 3.64" before bottom 
and closes 0.81" past top d. c. 

Cooling: Thermo-syphon. Capacity of radiator 3% gal. 

Carburetor: Tillotson %" special. 

Electric system: Auto-Lite two-unit, six-volt starting and 
lighting system, with Bendix drive. U. S. L. Battery, 6 volt, 
80 amp. hour. Model GK 1001 generator with 3rd brush 
regulation. Starting motor model MG 1001. 

Ignition: . Connecticut timer and distributor driven from arma¬ 
ture shaft (figs. 9 and 6). Transmission: selective type, 3 
speed and reverse. Gear shift same as fig. 1, page 490. 
Clutch: Borg and Beck single plate lubricated type. Gaso¬ 
line feed, gravity, 10 gal. tank. Steering: Planetary type, 
similar to fig. 37, page 693. 


CHART NO. 274A—Overland 4. 







































































































































































































































678 


DYKE’S INSTRUCTION NUMBER FORTY-SIX-A. 




SAXON 


Chalmers: Looseness is taken 

up by removing bolt (A) and key 
(B). Turn (G) toward left. Dif¬ 
ferential bearing is taken up by removing locking wires in cap screws 
(H&J) and loosen ^ turn. Release (L&K) and turn (M) towards dif¬ 
ferential. To eliminate noise, loosen (A, F&C). Back off (D) one or two 
turns and take up on (E) about & turn. If noise is increased, adjust in opposite direction by backing off 
screw (E), screw in on (D). Be sure (E & D) are locked when finished. To adjust back lash remove 
wire and loosen cap screws (J & H) % turn. Release (L & K). Back (M) away from differential and 
turn riDg (N) towards differential as per instructions in chart 272-A. 


mCMT+ 


CKALMCR5 


Chalmers “35;” Saxon “Six” 
Timken Axles. 


The adjustment of these axles 
differ but little from those de¬ 
scribed on preceding pages. 


Saxon: To eliminate noise, remove screw (A & B) and cover plate (D). Turn (F) one slot to¬ 
wards the left and repeat until quiet—a screw driver can be used. To remove back lash, remove wire 
and loosen (H & G) % turn. Release (K & J.) Back adjusting ring (L) away from differential and 
turn (M) towards differential until back lash is taken up. 


Oil Leakage From Rear Axle. 

Preventing the grease or oil in the differential housing from making its way to the brake bands and 
thus causing inefficient braking was a big problem to manufacturers some years ago, but the difficulty 
has been overcome largely in all the present types. In all the axle housings on the market, some pre 
cautions is taken to prevent this leaking and nine cases out of ten when leak occurs despite this, the 
condition is caused by placing too much oil or grease in the housing. 

1—Showing the double felt washer construction used on National cars; 2—Hess axles have a bent axle 
tube and a felt washer, making the path of the oil upward in the tube, and only when under abnormal pres 
sure will it work out through the bearing to the washer. 

Fig. 3: A sleeve is placed around each axle shaft on the Timken, and when oil is thrown to one side 
the sleeve acts as a pocket and retains the oil. 



Tlie Internal Gear Drive Axle. 

This rear axle is used extensively on trucks and differs from usual type in that the rear axle (A) is 
solid. An internal gear (G) is on the inside of wheel hub (D). A spur gear pinion (P) drives this gear 
(G) which revolves the wheel. The spur gear drive pinion (P) is driven by a jack shaft (J) enclosed 
in a tube. The jack shaft (J) is driven in the usual manner, as a regular split axle, through differen¬ 
tial gears and a ring gear (B). The ring gear (B) is driven by a bevel driving pinion (N) which is driven 
by the drive shaft (S) from transmission. Note the differential housing is fastened to the rear axle. 

The brake band (B) is of the external contracting type and is controlled by lever (R), which is con¬ 
nected with the foot brake pedal. 




The adjustments on this axle are similar to a “live” split axle, in that the parts necessary to adjust, 
are the ring gear (B) on differential and bevel drive pinion (N). The adjustment of the differential ring 
gear (B) is to provide the proper center distance for gears (B and N), which can be done by shifting ring 
gear with adjustments provided. The adjustment of drive pinion (N) is to provide the proper mesh be¬ 
tween the gear B 
& N. Manufacturers 
of this type axle are; 
Russell Mfg. Go., 
Middletown Conn. 
Torbensen Co., Cleve¬ 
land, Ohio also manu¬ 
facture an internal 
gear drive axle. 


INTERNAL 6EAR DRIVE AXLE 


The Russell Type P—1 ton truck internal gear drive axle. 


CHART NO. 275—Chalmers and Saxon (Timken Axle) Adjustments. Preventing Oil Leakage from 
Rear Axle. Internal Gear Drive Axle. 


Oil or grease working out through brake drums cause the brakes to slip. This can usually'be overcome by placing 
a felt or leather washer at position shown in fig. 2. 
































































































































































































ADJUSTING CLUTCHES, TRANSMISSIONS AND AXLES. 


679 



The rear axle is of the full-floating type. In this type the weight of the car is not carried on the 
axle shafts, but the axle housing extends into the hubs of the rear wheels, and the rear wheels turn on 
bearings set on this housing, thus relieving the axle shafts absolutely of all weight of the car. Each 
axle shaft is keyed at its outer end to a driving flange. This flange is bolted to the rear wheel. 

By removing the bolts (fig. 6) the flange and the entire axle shaft can be withdrawn, leaving the rear 
wheel in place and still carrying the load of the car. 


Rear wheel bearing adjustment: Jack the wheel clear of the ground. If it indicates play freely when 
you try to wobble it, the bearing should be adjusted. This can be done as follows: 

Take out the axle shaft by removing the bolts at the hub of the rear wheel from the flange. When 

nuts from the bolts are turned off, the flange and the axle shaft which is attached to it can be withdrawn, 

exposing bearing adjustment, nut washer, and adjusting lock nut. One of the lugs on the lock-washer 
will be found bent over, holding the lock nut from turning. Straighten out this lug, and take off adjusting 

lock nut, also adjusting washer; then turn adjusting nut into the hub until the play between the rear 

wheel and its bearings disappears. Be careful not to make adjustment so tight as to bind the wheel. 
When the adjustment is correctly made the wheel should turn freely without wobble. When you hart 
reached this point in the adjustment, replace the adjusting washer, turn on lock nut, and bend one of tha 
lugs on lock-waslier over lock nut. Replace the axle shaft and bolt on flange firmly. 


Differential: It is advisable at least once a season to clean the differential thoroughly. This can 

best be done by removing the cover at the rear of the housing and washing out with gasoline. Repack with 
fresh grease, being careful to replace cover with gasket in perfect condition. The differential can be re¬ 
moved by taking off plate at rear of axle and pulling shafts out far enough to clear it. 

Studebaker pinion adjustment on rear axle is made through the nut (B. fig. 7) which adjusts the Tim¬ 
ken pinion bearing. To do this, the handhole cover must be removed from the gearcase and the setscrew 
which holds this nut must be loosened. Great care must be exercised not to adjust this pinion too tight. 
The rear wheels should be jacked up, the gear lever placed in neutral and the rear cover plate removed. 

In aligning the ring or differential, the gear is shifted from one side or the other by turning the 
adjusting collar (J). 


Reo Rear Axle. 

Fig. 6—The pinion on the rear axle is adjusted by screwing in the member B; bearing adjustment is 
accomplished through 0 and the alignment of the ring gear is shifted from one side to the other by turn¬ 
ing the adjusting collars at A. See page 546 for type of axle on the Reo. Note—center illustration shows 
method of mounting wheel on axle-shaft of Reo. 

Removing Cadillac Rear Wheels. 

Remove lubricator “A” (fig. 47); remove hub cap “B” by unscrewing it; withdraw axle shaft “0”: 
jack up the axle so that the wheel will clear the floor; remove the lock nut “D,” the washer “E” ano 
the adjusting nut “F”; the wheel can then be taken off. 

Re-assembling: Before putting the wheel on again see that the bearings “G” and “H” are clean 
and filled with light grease which is free from dirt and grit. In putting the wheel on again set the ad> 
justing nut “F” very carefully. Place the washer “E” in position, and tighten the lock nut “D." 


CHART NO. 27G—Removing Rear Wheels and Axle Shafts; Studebaker, Cadillac and Reo. 

All full-floating axles. Therefore the axle shafts can be removed without removing the wheels or axl« 
housing. Note the two bearings in the wheel hubs and splined inner end of axle shafts, (see page 
669 and 33.) 

Also note that on the Studebaker (and Overland, chart 268) the transmission is next to the ax!» 
housing. On the 1918 Studebaker, it is forward, next clutch. 









































































































































































































DYKE’S INSTRUCTION NUMBER FORTY-S1X-B. 


680 




FELT WASHER 


SPINDLE 


VOKE 


\ 


STEERING 

knuckle 


WASHER 


FIG 5 


ADJ 

CONE 




BEARING cone 
LOCK NUT 


PROPELLER OR 

DRIVE SHAFT 


Removing and Adjusting Front Wheel. 

Jack up the wheel and take off the hub cap. 
Then draw cotter pin (fig. 5) and unscrew bear¬ 
ing cone lock nut. Note: The lock nut on the 
right-hand wheel (seated in car) has right-hand 
threads and to unscrew, turn to the left. The lock 
nut on the left-hand wheel has left hand threads 
and to remove, turn to the right. When the lock 
nuts are removed, the wheel can be pulled off 
very easily as the cone merely slides on the 
spindle. 

Before replacing the wheel, examine the felt 
washer. If damaged, replace after prying out re¬ 
taining washer. 

Adjusting the ball bearings: In re¬ 
placing the wheel, press the cone in as 
far as possible and slide on the re¬ 
taining washer, then turn the cone un¬ 
til the lug on the washer fits into the 
recess on the back of the cone to pre¬ 
vent its turning. Tighten up the lock 
nut until the wheel lias no perceptible 
side play on the spindle, but still re¬ 
volves very freely; then replace cotter 
pin and hub cap. 

If grease runs out, between hub of 
front wheel and steering knuckle the 
cause is due to either too much grease 
or a defective felt washer. 

To see if the front wheel bearings 
need adjustment, jack up the wheels. 

Any looseness will show on rocking the 
wheels sideways. 

The best method for adjusting rol¬ 
ler bearings (fig. 4), is to turn the 
bearings up tight, then revolve the 
wheel a few times by hand; now slack 
off the nut a little so that by grasping 
a spoke above the hub and one be¬ 
low, a very slight shake in the wheel 
is felt, then turn the nut up again 
slowly until the shake disappears and 
tne wheel revolves freely. 


A good method to get the bearing into position, 
is to slip a short length of pipe over the spindle, 
against the inner shell of the bearing, and to 
drive the bearing to its proper place by hammering 
on the pipe. 


SLIP JOINT WITH TEN SPLINES 
iT SLIPS BACK AND FORTH 
'JP AND DOWN MOTION OF CAR 


JOINT 


BEVEL DRIVE WASHER 

pi N ION SHAFT (w) 

FITS HERE FLA x 

PACKING^ 


ONAL VIEW 
SHOWING The 
IO SPLINES 


transmission 
DRIVE SHAFT fits 
HERE 


OUTER CASING 


REAR 

JOINT 


PLUG 


NtJT 

COTTER 

PIN 


TO SHANK 

ALU IOINT 


LDED 
TO SHANK OF 
JOINT 


Pig. 7—Spicer Universal Joint. 


The Spicer Universal Joint. 


The Spicer universal joint is used here for the 
purpose of an explanation of adjustments and 
lubrication. 

Every 1000 miles remove the grease hole plugs 
and fill with heavy gear oil or light cup grease. 
Too much grease will work out; about % full is 
correct. 

The forward universal joint is provided with a 
dust cap (D) and felt washer (W) on the rear 
end of the sleeve into which the end of the pro¬ 
peller shaft slides. This cap should be turned to 
the right occasionally in order to keep the felt 
washer tight and prevent the leakage of grease. 
Both joints have flax packing (P) between the two 
parts of the pressed steel casings. This packing can 
be tightened by loosening the bind screw (S) and 
turning the casing adjusting nut or ring in a right- 
handed direction. 

If the packing in the front universal joint is al¬ 
lowed to leak grease, the joint will not only suffer 
from lack of lubrication, but the grease will be 


thrown up onto the emergency brake, rendering the 
brake inoperative. 

Note—Upon examination an “0” will be found 
on propeller shaft tube upper end; a corresponding 
“O” will be found on the shank or rear end of the 
forward universal joint. When propeller shaft and 
universal joint are assembled these two “O’s” must 
be in line; (as shown in upper drawing fig. 7) 
otherwise the rear transmission bearing will be sub¬ 
jected to undue strain and excessive wear. 

Assembling—When the universal joints have been 
disassembled and are assembled again, care should 
be taken to see that the holes in the flange and the 
inside casings are matched up in such a way as to 
bring the oil hole (which is closed by a threaded 
plug) opposite an open space in the joint, and not 
opposite one of the lugs, which would prevent the in¬ 
troduction of grease through the hole, the intention 
being that by removing this plug the user of the 
car can at any time inject additional oil or grease 
by the use of an ordinary grease gun. 


CHART NO. 277—Front Axles. Universal Joints.—see also text, pages 681 and 4 3. 

Note—In fig. 5. part designated steering knuckle, is also known as the spindle body (see chart 321.) 





































































































































































































ADJUSTING WHEELS, BRAKES AND STEERING. 


681 


INSTRUCTION No. 46-B. 


ADJUSTING WHEELS, BRAKES AND STEERING: Test¬ 
ing Alignment and Care of Wheels. Camber and “Toe-in” 
of Front Wheels. Universal Joints. Brake Adjustments and 
Repairs. Steering Gear Adjustments and Types in General 
Use. 


iFront Wheels. 


This subject is covered in chart 277, but 
additional information will be given below. 

Testing Play in Wheels. 

Play in the rear or front wheels can be 
detected by jacking up the car, grasping the 

rim and work¬ 
ing the wheel 
laterally, (figs. 
1 and 4, chart 
278.) If the 
wheel shows 
looseness the 
adjustment nut 
should be tight- 
bar Nut Zb ened. This nut 

.X* ** ji£.Up i s located with- 

Plat m ffeoNr Mtm. j n £he hub cap 

Taking up play in a front wheel and whatever 

having roller bearings. its shape may 

be, it is made so that a slight turn makes a 
considerable change in adjustment. Do not 
have the wheels too tight but turn the nut 
until the wobble disappears. In case of 
ball bearing wheels, it would be well to 
take out all the balls and examine them 
for wear. If any signs of wear are found, 
replace the worn balls at once. The ball 
races should be carefully cleaned with gaso¬ 
line and freed from the slightest suspicion 
of grit. The same attention as regards 
cleaning should be given bearings. 

If a “click” is heard when turning front 
wheels with ball bearings—look for a 
broken or cracked ball—remove it at once, 
else it will ruin entire bearing. 

Adjustment and care of front wheel bear¬ 
ings: Every time a front wheel is re¬ 
moved the bearing cups are removed with 
it and consequently the bearing must be 
properly adjusted when the wheel is re¬ 
placed, if it is to give uninterrupted service. 

The best method is to turn the bearing 
up tight and then revolve the wheel a few 
times by hand, which overcomes any tend¬ 
ency for back lash. 

Then back off the adjusting nut very 


slightly, so that by grasping two spokes 
in a perpendicular line, one above and one 
below the hub you begin to feel a very slight 
shake in the wheel. If this is more than 
barely perceptible, it is too much and the 
adjusting nut should be a little tighter, but 
not enough to cause any binding of the 
wheel when rotated. When you have it 
just right, lock it, and the bearings will 
give the best of service, (see also chart 277.) 

Wheel Lubrication. 

Once in every 1,000 miles of running the 
front and rear wheel bearings should be 
examined. If one of the rollers should 
have become damaged it is better to re¬ 
place all the rollers, to insure that the 
whole set is of the same dimensions—in 
which case it is best to order from the 
factory. 

For lubricating wheel bearings use a good, 
light graphite grease; spread it over and 
into the bearings and fill the entire hub 
with it. The bearings should at all times 
be free from grit, and it is a good precau¬ 
tion to flush them with gasoline whenever 
you supply fresh lubricant. 

Don’t fail to see that the felt washer is 
in place so that grease will not work out 
between inner part of hub and bearing. 

Truing up Wheels. 

The wheels may be tested next. This 
may be done by taking a measurement at 
a height of about 8 inches from the floor 
(fig. 2 chart 278). The wheels should 
next be lined up as shown in chart 279. 

♦♦Tightening Hub Caps. 

Occasionally hub caps are lost through 
carelessness in replacing them after lubri¬ 
cant has been applied. While they should 
be set up snugly, undue force should not 
be used as the threads of the brass member 
may become stripped. An excellent plan 
is to screw the caps up tightly then tap 
the wrench a light blow with the hammer. 
Sometimes too much lubricant is used and 
when tightening the cap, the grease gives 
one the impression that the cap is snug. 



♦Universal Joints. 


To clean and grease the universal joints 
in the driving mechanism; first, remove 
leather boots, if any are provided and clean 
them with gasoline. In some cars the hous¬ 
ing inclosed by the leather boot is a small, 
cylindrical sleeve held by four set-screws. 
When these are removed the sleeve may be 
slipped off the universal joint, leaving this 


free to be cleaned. All signs of the old 
oil should be removed and new grease put in. 
See page 685 for kind of grease to use. 

The kind of grease recommended by different 
car manf’gs. varies, but the oil known as “tim¬ 
ing-gear” oil, having a consistency between heavy 
cylinder oil and vaseline, may be used. Graphite 
grease is also very good. In some of the more 

—continued on page 685. 


*For a mechanical description see pages 680 and 43. fSee also, page 762 “wheels”. 
679 and 931 how a rear wheel is fastened to a full floating axle shaft by a flange, 
rear wheel on a semi-floating axle is fastened, page 781. 

**On wire wheels it is very necessary that hub cap be drawn very tight, else a noise 
damage will result. See also, page 762. 


Note on page 
Note how a 

and probable 






683 


DYKE’S INSTRUCTION NUMBER FORTY-SIX-B. 



Fig. 1—Testing front wheel bearings: In test¬ 
ing for lost motion in front wheel bearings, a wedge- 
shaped block or the like should be jammed between 
the spindle and axle end as shown at A, otherwise 
lost motion in the spindle or knuckle might be taken 
for looseness in the wheel bearing. After taking 
this precaution try to move the wheel as indicated 
by the dotted lines, and any lost motion in the 
bearings can be readily felt. 



Fig. 3—Sprung axle or spindles: A condition 
often present in a motor car after a hard sum¬ 
mer’s use. The wheels should line up as indicated 
by the lines E rather than as indicated by the 
dotted lines 0. If the wheel wobbles while in 
operation as indicated by the dotted outline of the 
right wheel, then the wheel itself is out of true. 








Fig. 2—Truing up a wheel: If a wheel is sus 
pected of being out of true, it may be tested ae 
shown above. With one hand resting on a block to 
steady it and holding a rule, or the like, close to the 
wheel rim, the wheel is revolved very slowly; if it 
is untrue the space between the end of the .rule and 
the wheel rim will vary. If the trouble is simply 
due to the rim having shifted on the felloe, it may 
be rectified as indicated at the left in the illustra¬ 
tion. 



Fig. 4—Testing rear wheel bearings: Lost mo¬ 
tion in a rear wheel bearing is best tested for by 
taking hold of the tire with one hand to steady the 
body, then working the wheel up and down with the 
other hand, assisted by the knee and lower portion 
of one leg. When the right hand is placed on the 
hub, the right leg is often more conveniently used 
than the left, as shown in the illustration. 


Fig. 5—Rear axle precautions: In removing a 
rear wheel, an unskilled workman can spring the 
shaft so that the wheel will afterward wobble as 
indicated at 1A. This may be done as shown 

in sketch 2A; with the jack J in the posit'on in¬ 
dicated and the wheel raised from the ground 
as at G, by using the drift D and hammer H to 
remove the pin P, a few sharp blows are sufficient 
to bend the axle as indicated by the dotted lines 
A and B. This can be avoided if the wheel were 
allowed to rest on the ground G as in sketch 3A; 
or by placing the jack J under the hub as shown 
in sketch 4A. When the key K is loose, as in¬ 
dicated by the dotted lines L in sketch 5A, grooves 
R may have been worn into the pin whioh prevent 
it from being easily removed. 


CHART NO. 278—Testing Wheel Bearings. Truing up Wheels. 

















































































































ADJUSTING WHEELS, BRAKES AND STEERING. 


683 


Alignment of Wheels. 

, T.*}! 8 subject is of more importance than one would imagine. For instance, if the wheels are not prop- 

a 1 . ined up . t “® re will be wear on the tire and steering will not be easy. If a car has been sub¬ 
jected to severe jolting or has struck a curb, the wheels may have been thrown out of alignment or the 
back or front axle moved sideways. 


Lining up Springs with the Axle. 

, pleasure distances (fig. 1) from horneye of spring to center of axle as shown at A, B, C and I> 
and i. the distances should be the same on each side of car. Measure with a stiff straight edge 
of some sort, not a tape line. 


Lining up Front and Rear Wheels. 
Measure the distance from center to center of hub as at E (fig. 2.) 
each side. If not, loosen spring clips and move front axle slightly. It will 
about hi inch on most cars. 


This should be the same on 
be possible to move either 





“Camber” of Front 
Wheels. 

Is for the purpose of 
making steering easier; be¬ 
cause wheels have a tend¬ 
ency to spread apart at bot¬ 
tom and come together at 
the top when speeding. 

Camber means that the 
wheels are closer together 
at the bottom than at the 
top and the slant is usu¬ 
ally, not more than 2 de¬ 
grees or about 2%" for 34" 
wheels. 

This is usually done at 
the factory by tilting the 
steering knuckle, if not, then 
it can be done by bending 
the front axle between the 
spring seat and the steering 
knuckle yoke It is best to 
bend cold if possible, if 
heated, don’t heat quite red. 

The track should then be 
the same as the rear wheels. 



The idea of cambering is to make the center line of spindle bolt coin¬ 
cide as near as it is practical, to center of contact of tire with the 
ground—see page 774. 

True up Front Wheels. 

Before proceeding further this is'necessary. This can be done by 
following plan in fig. 2, chart 278. If wheels are wobbly it may be 
due to loose bearings or sprung rim. 


“Toe-In” of Front Wheels. 

*This means that the distance from center to center of tire as at A (fig. 4) should be from ^4 to % 
inches less in front of wheel than at rear as at B—when measured in front of tires about half way up even 
with the hubs. Don’t compare “toe-in” with “camber,” as camber means wheels set in at the bottom. 

The above measurements are correct for comparatively new cars and should be increased somewhat 
as the steering knuckles become loosened through w r ear. 

The “toe-in” can be adjusted by adjusting the length of the steering knuckle tie rod, from one steer¬ 
ing knuckle to the other. This adjustment should be made with wheels on the ground. The idea of “toe- 
in” is necessary because when running, the w'heels have a tendency to “toe-out” when car is in motion. 
Unless properly toed-in, if too much or not enough, the treads of the tires will grind. 

The front and rear wheels should track, if not, the fault can be detected by the front and rear 
wheels leaving two distinct tracks behind when running on a w r et road. 



The illustration shows an auto 
running gear aligner, which has 
a graduated scale and will make 
exact measurements on the felloe 
of wheel, front and rear (instead 
of center to center of tire) at the 
exact horizontal center of the 
wheel. Mfg’d by Mechanical Util¬ 
ities Corpn., 5 North LaSalle St., 
Chicago. 


To Check the “Toe-in.” 

One method is shown in fig. 3. Jack up front axle. Make a 
center line on each tire as wheels revolve. Then measure the dis¬ 
tance from one line to the other. A straight stick with uprights 
can be used as shown in fig. 3. The measurement should be made at 
points about where the tops of the upright are shown in the illustra¬ 
tion and this distance should be about % to % inch less in front 

than rear, as at A, fig. 4. Another method (and one that is more 

accurate) is shown in the illustration to the left. 

Keep Spring Clips Tight. 

It is well to notice the spring clips occasionally, especially when 
car is new. In fact it is a good idea to tighten bolts holding spring 
clips about every 500 miles of running. A loose spring clip will 
often cause a mis-alignment. 

Why Tires Wear Unevenly. 

Quite often, when front tire has a worn place around tread, it is 
due to mis-alignment. Why a right rear tire wears faster than 
others is due to the crown of the road being oval, also because most 

of the driving is done on the right side, the weight is thrown more 

on that side. 

Dodge front wheels should “toe-in” measured on felloe of 

w r heels level with hub. 




CHART 279—Alignment of Wheels. Excessive tire wear is often caused by improper alignment. 

*The height from ground where measurement is taken should be at the horizontal center of the wheel, or a 
height which would be the center of the hub. 































































684 


DYKE’S INSTRUCTION NUMBER FORTY-SIX-B. 



Fig. 1 — External 
brake of contracting 
band type. The inter¬ 
nal brake is of two 
types; the cam type 
chart 280-B and the 
toggle type 280-C. 




Brake Troubles—the Cause. 


When brakes will not hold it doesn’t nec¬ 
essarily mean that the bands need adjusting. 

Oil or grease may cover the friction surfaces. 
Before jumping at the conclusion that the 
bands need new linings take off the wheels 
and examine the asbestos. If lubricant has 
saturated the linings, wash off the grease 
with gasoline or kerosene. 

As brake linings wear it becomes de¬ 
sirable to adjust the brakes in order to get 
that perfect action so necessary to safety and 
satisfactory service. 

Adjusting brake rods: Failure of the 
brakes to hold as securely as is desirable— 
note this fact carefully—may be due to in¬ 
sufficient forward travel of the rods con¬ 
necting the brakes with the foot pedal or 
hand lever. 

Dragging may be due to insufficient back¬ 
ward travel. The remedy for either of these 
troubles should first be sought by lengthen¬ 
ing or shortening the rods. Until after this 
is done no adjustments should be made in 
the brakes themselves. 

External Brake Adjustments. 

First of all put jacks under the rear axle, 
being careful to have them press up against 
the housing proper (or on some Timken axles, 
against the pads made for this purpose), but 
never against the truss rods. Raise both rear 
wheels off the ground. 

Next, put all the brakes on both sides of 
the car in a complete “off” position. 

Before making any adjustments of the 
brake make sure that stop-screw (E) is so 
adjusted against the housing that the clear¬ 
ance between lever (M) and the support in¬ 


dicated by circle (N) is about -f&th inch 
when the brake is in “off” position. If no 
stop-screw (E) is used, accomplish the same 
purpose by lengthening or shortening the 
brake rod. 

It is very important to make the following 
adjustments in such manner and degree that 
when completed and the brake is applied full 
force, the imaginary line X—Y running over 
pin (O) and under pin (P) will stand about 
as shown in the illustration (figure 1). This 
is necessary to insure proper toggle action 
by lever (M). 

Begin at the rear of the brake by re¬ 
moving cotter-pin (B—fig. 1) and turning the 
adjusting screw (A) until the clearance be¬ 
tween the drum and the brake band lining 
at this point is the least possible without 
the drum touching when it revolves. Try 
g^th inch clearance to start and increase it 
if necessary only enough to allow all parts 
of the drum to clear as it revolves. Then re¬ 
place cotter-pin (B). 

We are now ready to adjust the lower half 
of the brake band. Loosen jam-nut (C) and 
turn stop-nut (D) up or down on the stem 
until all parts of the drum just clear the 
brake band lining say about g’jth of an inch. 
When this proper clearance has been obtained 
turn jam-nut (C) tightly against stop-nut 
(D) to lock it. 

* 

Now for the upper half of the brake band. 

Get the same bare clearance all around the 
drum by turning nut (F) being sure that it is 
always turned to a place where the groove 
(G) (in its under surface) fully engages the 
rib on the top of the fitting, thus automati¬ 
cally locking the adjustment. 


CHART NO. 280—Adjusting Brakes—Timken as an example. External contracting band type. 

















ADJUSTING WHEELS. BRAKES AND STEERING. 


685 


—continued from page 681. 

inaccessible universal joints it will be safer for 
the amateur to merely renew the grease without 
attempting to disassemble the housing, (see page 
680.) 


Should a knock or rattle develop, it is a case 
of disassembling and rebushing the joint. Quite 
often it pays to order a new part rather than 
repair it. 


*Brake Adjustment, Care and Repair. 


The brake mechanism of a car is divided 
into three general classifications as follows: 

— (1) external contracting band; (2) in¬ 
ternal expanding band; (3) internal expand¬ 
ing shoe. 

The operation of the brake mechanism 
on or in the brake drums, is divided into 4 
classifications; (1) external contracting band 
by a fulcrum arrangement to draw the band 
tight around the drum; (2) internal ex¬ 
panding band, expanded by a “cam” ar¬ 
rangement as per chart 280-A; (3) internal 
expanding band, expanded by a “ toggle’ ’ 
joint arrangement as per chart 280-B; (4) 
internal expanding shoe, (usually of metal, 
similar to fig. 2, below) operated by a 
“cam” arrangement. 

Brake clip spring 
Brake band 
Brake lining 
Brake drum 

Lock nut for 
fine adjustment 


Brake band 
lever 


pjg. i—Names of parts of the external con¬ 
tracting band brakes (Overland). 

Brake drum 
Cam 

Brake lining 
Brake jaw 
spring 
Anti-rattle 
spring 


Hinge 

Fig. 2—Names of the parts of the internal ex¬ 
panding shoe (metal) brake, hinged type. The 
shoe on this brake is lined with fabric, but some¬ 
times we find this shoe without lining and made 
of bronze. 

The external brake is operated, usually by 
a foot pedal and is called the foot brake. 

The internal brake is operated usually by 
a hand lever and is called the hand brake 
formerly known as the emergency brake—see 
pages 28 to 30. Sometimes a brake pulley 
is mounted on the external part of the trans¬ 
mission shaft and connects with the hand 
lever, it is then called the transmission 
brake, but is usually operated by the hand 
lever, therefore it would also be termed the 
hand brake. 

The band brake is the most popular—for 
both internal and external use. 

Where metal to metal brakes are used a 




constant and extravagant supply of oil is 
required to prevent excessive wear. The 
inconvenience and uncertainly of lubrication 
together wfith the cost of renewing the ex¬ 
pensive brake shoes, rendered this type of 
brake unsatisfactory. 

The ideal brake lining then is one in which 
the co-efficient of friction is maximum and the 
deterioration due to heat is minimum. A special 
treated asbestos is the only material today of 
which such a brake lining can be made. Asbestos 
is a fibrous mineral; a natural rock, heatproof and 
will stand considerable usage without excessive 
wear. 


Care of Brakes. 

As the safety of a car depends on its 
brakes, they must be kept in the best pos¬ 
sible condition. They should bind tightly 
when pressure is applied to them, and be 
free and clear when the pedal or lever is 
released. A brake band or shoe that binds 
when the pressure is released, produces fric¬ 
tion and makes the car hard running. 

Slipping of brakes is caused by either 
poor adjustment, *oil between the surface, or 
worn linings. The first may be cured by 
readjustment. In the second case, wash 
out the oil with a little gasoline and then 
stop the leakage of grease out the rear axle. 

Slipping caused by worn linings may be 
remedied to some extent by taking up the 
adjustment, but if too much worn for this 
they must be replaced. Replacing the worn 
lining is not difficult, as the leather or fibre 
is held to the steel band by copper rivets. 
Replace with others to hold the new lining. 

Because the application of the. brake gen¬ 
erates heat, leather linings will be burned if 
kept in contact too long. For this reason, 
the brakes are usually lined with fabric, 
called raybestos or multibestos. 

If when applying the brakes, the car has a ten¬ 
dency to skid to one side, this indicates that one 
wheel is free and other dragging. Brakes are 
not equalized in adjustment. Therefore the brake 
resistance should be equalized. 

The operator can save considerable on his brakes 
if applied gradually. For instance, if a stop is to 
be made, instead of dashing up to the stop and 
applying the brakes with full force suddenly, sim 
ply coast to the stop and gradually apply the 
brakes or not at all. This of course, requires 
practice. 

If a brake squeaks it is dirty and needs clean¬ 
ing by removing and cleaning with a stiff brush 
and gasoline. The dirt clogs the pores in the 
surface of the lining and glazes it over, which 
causes the squeak. 

Lubrication of brakes: While asbestos lining 
requires practically no lubrication on account of 
its high resistance to heat, it is advisable to apply 
a few drops of thin oil to the brake shoes or bands 
occasionally, or about every 2000 miles. This 
maintains a smooth surface on the brake drum. 

See that hinges, cams, toggles and lever hearing 
are kept well supplied with oil. If an external 
contracting brake should chatter, apply three or 
four drops of oil to the friction surfaces. Clean¬ 
ing brakes—see page 688. 

—continued on page 691. 


*a /*nmm nn brake trouble is slipping—due generally to oil or grease working out of the rear axle. 
ThereXe th/srst and moa impltant point Ts to stop this loak by putting in a .aaber-see page 678. 

















686 


DYKE’S INSTRUCTION NUMBER FORTY-SIX-B. 




Fig. 2 — Internal 
brake of tbe cam 
type. Always with 
the cam type and oc¬ 
casionally with the 
toggle type, to make 
internal adjustments 
it is necessary to re¬ 
move the wheel, car¬ 
rying with it the 
brake drum. Always 
adjust bearings care¬ 
fully when replacing. 


tfii 1 WM k 




Adjusting Timken Cam Type Brake—(internal). 


Slight wear of the brake band lining ordinarily 
can be taken up without getting into the brake 
proper. This is done by loosening nut (Q) and 
moving lever (J) forward one notch in ratchet (K), 
then tighten nut (Q)—perhaps two notches forward 
may be required. 

For more band lining wear—put jacks under rear 
axle, being careful to have them press up against 
the housing proper (or, on some Timken axles, 
against the pads made for the purpose,) but never 
against the truss rods. Raise both rear wheels off 
the ground. 

Next; put all the brakes on both sides of the 
car in a complete “off” position. 

If the adjustment is merely to take up for wear 
of the brake lining in service it is only necessary 
to (1) remove the wheel which also removes the 
brake drum; (2) remove cotter-pin (B), give ad¬ 
justing screw (A) two turns to the right (i. e., in a 
clockwise direction) and replace pin (B) ; (3) loos¬ 
en screws (CC), give cam plates (DD)) one-half 
turn outward (i- e., to the left or contra-clockwise) 
and tighten screws (CO). Put the wheel back on 
and try the brake in “off” position for a bare 
yet sure clearance so it will not drag. Try it in 
the “on” position for holding power. 

If greater clearance is required—remove the 
wheel dnd partially reverse the adjustments de¬ 
tailed in the preceding paragraph. 

If still more holding power is desired and there 
is some clearance yet to spare in the “off” posi¬ 
tion—remove the wheel and repeat the adjustments 
to a partial extent. 

When more elaborate adjustments are required, 
than are required when merely compensating for 
wear of the lining—it is best to use a dummy or 
skeleton drum, that is, one with parts of its outer 
flat surface cut away to give ready access to the 
interior. 

Garage men who have enough of such work to 
warrant it usually have, or can obtain from the 


Timken Co., Detroit, Michigan, a dummy drum. It 
is a great time saver. But by removing and re¬ 
placing the wheel a few times the same result can be 
obtained by “cut and try” and the following di¬ 
rections based on the possession of such drum will 
be a true guide to that method as well: 

Adjustment when using dummy drum: With both 
rear wheels off the ground and all the brakes on 
both sides of the car in a complete “off” position 
remove the wheel and insert the dummy drum in the 
place occupied by the drum on the wheel just re¬ 
moved. 

Begin at the rear of the brake by removing cotter- 
pia (B). Turn screw (A) in or out until the 
clearance between the drum and the brake band 
lining at this point is the least possible without the 
drum touching when it revolves. Try % 4 th inch 
clearance to start and increase it if necessary only 
enough to allow all parts of the drum to clear as it 
revolves. Then replace cotter-pin (B). 

Next adjust both upper and lower halves of the 
brake band by loosening screws (C 0) and turn¬ 
ing plateB (D D) in or out until all parts of the 
brake band lining just clear the drum by about 
V&lth of an inch. Then tighten screws (0 0). 

To determine whether the brake band lining bears 
against the drum all around set the brakes, not too 
tight, and feel for any openings between the drum 
and the brake band lining with a thin piece of 
metal. Do this from the inner side of the drum. 
After completing these adjustments of the brake 
band turn cam-shaft (P) with your hands (top of 
shaft forward) until the brake band lining barely 
clears the drum, allowing the wheel to turn freely. 
With the driver’s foot pedal or hand operating lever 
in “off” position adjust the length of the brake-rod 
so that lever (J) will stand in a nearly vertical 
position (leaning slightly backward). 

Then tighten nut (Q). In replacing the wheel 
be sure to properly adjust the Timken bearings. 


CHART NO. 280-A—Adjusting Timken Brakes—Continued — Internal expanding band — “Cam” 

type- 





































687 


ADJUSTING WHEELS, BRAKES AND STEERING. 



A—Clearance adjust¬ 
ing screw. 

B—Cotter pin. 

C—Locking screw. 

D—Adjusting screw. 
E—Locking screw. 

F—Toggle adjusting 
screw. 

G—Connecting link. 
H—Stop screw. 

L—Fulcrum pin. 

M—Toggle pin. 


Fig. 3—Timken internal expanding band operated by a “toggle”- me¬ 
chanism; this type is equipped with a triangular covered opening in the flat 
part outer surface of drum—through which adjustments can be made with¬ 
out removing wheel. In extreme cases—a dummy brake drum can be used, 
as explained in chart 280-A, which of course saves time. These direction* 
explain the adjustments with or without the use of the dummy. 


Adjusting the Timken “Toggle” Type Brake—(Internal). 

First of all put jacks under the rear axle, being careful to have them press up against the housing 
proper (or, on some Timken axles, against the pads made for this purpose), but never against the truss 
rods. Raise both rear wheels off the ground. 


Next, put all the brakes on both sides of the car in a complete “off” position. 


Begin at the rear by removing cotter-pin “B,” turn screw (A) in or out until the clearance between 
the drum and the brake band lining at this point is the least possible without the drum touching when it 
revolves. Try Math inch and increase it if necessary only enough to allow all parts of the drum to clear 
as it revolves. Then replace cotter-pin (B). 



Timken tapered cone type rol¬ 
ler bearing. Used for wheel bear¬ 
ings, axle bearings and different 
parts of the car, see pages 673 
and 674 of Timken axles—showing 
use in connection with axle parts. 
The part to the left is a case hard* 
ened steel race in which the roller 
friction is applied. Note also the 
inner race, (see page 36 for other 
types.) 


Next adjust both upper and lower halves of the brake band by 
loosening (CC) and turning screws (DD) in or out until all parts 
of the brakeband lining just clear the drum by about % 4 th of an 
inch. Then tighten screws (CC) to lock the adjustment. 

Next adjust the toggle so that a straight line touching the rear 
of the heads of pins (LL) will just touch the front of pin M. Loos¬ 
en screws (EEEE) and turn screws (FF) until the forward edge of 
pin (M) is barely visible under any short, thin straight-edge laid 
against the rear of the head of pins (LL.) When this is true tighten 
screws (EEEE). 


Adjusting a Timken Bearing. 

To adjust Timken bearing—turn the bearing up tight, and re¬ 
volve the wheel a few times by hand, which overcomes any tendency 
to back-lash. Then back off the adjusting nut very slightly, bo 
that grasping the two spokes in a perpendicular line—one above 
and one below the hub—you begin to feel a very slight shake in the 
wheel. If this is more than barely perceptible, it is too much, and 
the adjusting-nut should be a little tighter. When you have it just 
right, lock it, and the bearings will give the best of service. 


CHART NO. 280-B—Adjusting Timken Brakes—Continued—Internal expanding band — “Toggle” 
type. Timken Roller Bearing Adjustment. 

































































































6S8 


DYKE’S INSTRUCTION NUMBER FORTY-SIX-B. 


Overhauling Brakes. 

There are three things which must he particularly noticed in taking care of brakes and 
putting them in condition: 

(1) There must be no grease on the shoes; (2) The fabric 
must be in the best of condition; (3) The brake linkage must 
apply the brakes when pedal is depressed. 

The grease: The grease which penterates to the brake lining 
usually works its way from the differential and can be stopped by 
renewing the washer in wheel hub. 

To remove grease, first remove wheel, then inspect brake lining 
and see if it will come under head of No. 1 or No. 2 in the list 
above. 



Fig. 1—Removing grease 
from under fabric. 



Fig. 2—Method of cut¬ 
ting rivets on worn band. 



Fig. 3—Punch the cut 
rivets out. 



Fig. 4—Method of de¬ 
termining length. 



Fig. 5—Method for mark¬ 
ing lining for hole. 


EXTCBNAl 

o<DRAKE 



Fig. 6—Placing rivets. 


If a coating of grease is over the surface of the fabric there will 

be two methods of procedure. The first method for removing 
grease is by the application of gasoline. This removes the grease 
from the outer surface very well but not from below the surface 
of the fabric. blow pipe torch can be used in this instance, 
which can be gently applied as shown in fig. 1, being careful to 
not char the fabric. 

After the heat has been directed against the surface of the brake for 
a short length of time it will be noted that the grease will literally fry out 
of the fabric, leaving it upon the surface in the form of a black carbonace¬ 
ous deposit. In this state it is readily removed by a cloth steeped in gaso¬ 
line. The surface of the brake will now be in good condition if the lining 
has not been worn out. 

If brake lining is badly worn down so far that fabric lining is 
too thin to be of service, then a new brake lining must be applied. 

Relining Band Brakes. 

To reline the external brake: First, jack up rear wheels. Dis¬ 
connect the levers, etc. from the brake bands and remove wheels 
and bands, being careful to keep all parts separate so they can be 
replaced with ease. 

Second; wash all parts in gasoline, or kerosene to remove grease 
and dirt. 

Third, remove old brake lining, by placing band in a vise and 
cut the rivets w T ith a chisel, fig. 2, then open up the bench vise 
about *4 inch, setting the bands so that the old rivets come over 
the opening one at a time, drive them out with a nail set, fig. 3. 
As the heads will most likely be worn off, it is easier to drive 
them from the lining side through to the band side. The old lining 
can then be easily removed from band. 

Measuring: It is best to secure the lining from the automobile 
dealer or manufacturer ready to apply, but if this is not possible, 
then proceed as follows: Lay a tape measure around the outside 
of the external brake band allowing for an over-lapping of about 
y >2 inch at the edges of the band opening. Or place the lining in¬ 
side of the band per fig. 4, or measure the length from the old band. 

In marking the lining for the holes, lay the wheel on a bench or 
the floor, hub side down, and putting the lining and band in place 
on the drum, as shown in fig. 5, wire the band so as to hold it in 
place correctly. With a pencil, using the holes in the band as a 
template, mark the lining. The holes can then be made by using a 
harness leather punch, or hand punch. It is important that the 
holes be in the correct position so that there is no slack in lining 
to form a hump. If too short it will lay uneven in the band. 

Securing band to lining. With the aid of a few small bolts and 
nuts placed at intervals, secure the lining to the band in its proper 
position. The next step is to countersink the holes so the rivet 
heads will be below the surface of the lining. To do this properly 
one should use a countersinking tool made for such purpose as 
shown in fig. 8, page 690, one can get good results however, with a 
wood screw countersink tool and a brace. If the latter is used it 
should be sharp or the lining will tear. Do not countersink too 
deep, just enough to permit rivet heads to be below lining surface. 

—continued on page 689. 


CHART NO. 280C—Overhauling Brakes. Relining Brakes. See page 615 for size of Brake Lining 
for 1919 Cars. 6 




















































ADJUSTING WHEELS, BRAKES AND STEERING. 


689 


—continued from page 688. 

To place rivets, see fig. G, this shows a way 
of using a bolt held in a vise with the head 
of the bolt resting on the arm of the vise to 
give a solid foundation. 

The illustration shows internal brake curved up 
and external brake curved down. The rivet head 
goes next to fabric and riveting always done on 
the band side. 

Insert a rivet through the lining and band 
as in fig. 6, the head of the rivet resting on 
the bolt, draw the rivet snug with a rivet set, 
or short piece of small gas pipe. Two or 
three blows with a hammer will be enough 
to draw the rivet head and lining tight and 
in place, too much pounding is very bad as 
well as unnecessary as it will tend to draw 
the rivet deeper in the lining and perhaps 
weaken it to the point of breaking through. 
Not over T 3 ff in. should protrude through band. 

To rivet: Still holding the band in the 
same position, the projecting or the hollow 
end of the rivet is peined down with the ball 
pein of the hammer till a good head is formed 
and the rivet draws tight. 


When riveting the external brake, start at 
one end and work to the other, being sure 
the lining fits tight, otherwise there will be 
humps. A method employed by many repair¬ 
men to get band tight is shown in fig. 7, 
page 690. 

The riveting is started at the center on the 
internal brake, working out from the center 
on both sides and stretching as the work pro¬ 
ceeds. Any surplus lining which extends be- 
yong the bands after the riveting is com¬ 
pleted is cut off flush. 

The rivets used are of soft brass with 
cupped head and hollow end and can be sup¬ 
plied by accessory houses. 

Do not remove tlie bolts that were used as tem¬ 
porary holding’ until the holes not occupied by 
bolts have been filled with rivets. This will com¬ 
plete the foot brake and the same methods are used 
in relining the internal or hand brake. 

If brake is of the metal to metal type then 
it is a matter of adjustment. 


*Relining Brakes on Dodge. 

Operation: (1) Jack up rear wheels; (2) remove wheel flanges; (3) remove wheel bearing 
adj. nut; (4) remove wheel and brake band; (5) wash brake bands; (6) remove old brake lin¬ 
ing; (7) rivet new lining bands; (8) re¬ 
place brake bands; (9) put wheel on; (10) 
replace and adjust wheel bearing adj. nut; 
(11) replace wheel flanges; (13) adjust 
brakes. 



Adjusting Dodge Brakes. 

External brake is connected with foot 
brake pedal: Adjust the hex check-nuts on 
the lower part of the adjusting yoke, as 
well as the wing nut (W) at the top, in 
order that the band may be taken up as 
much at the bottom as the top. 

See that the “brake-supports'’ are adjusted so that the brake band takes hold evenly 
all the way around and does not drag when released. 

To adjust the internal brakes, take up on front end of pull rod. 

Material required for a Dodge brake relining job; 88 in. lining 2 1 / 4x I 3 ff inch for external 
brakes; 71 in. lining 2 x^g inch for two internal brakes; 12 steel cotter pins t^x% inch; 80 
brass rivets in. long, y 8 in. di., ^4 in. head. 

Adjusting Brakes on Buick Light Six. 

The internal and external brakes are steel bands lined with friction fabric. The foot 
brake pedal connects with the external contracting band and the hand, or emergency brake 
lever connects with the internal band. 

Adjustment of the foot or 
service brake: (1), adjust 
rear support screw leaving 
in. clearance; (2), adjust 
bottom of band to drum to 
in. clearance; (3), adjust 
top clearance same. A 
“ thumb-screw ’ ’ takes up 
top half of band and a 
“hex-nut” on lower part 
of it, takes up the lower 
half of band. 

Adjustment of the hand or 
emergency brake: The ad¬ 
justment can be made by 
shortening the rods with the 
turnbuckles. 


SERVICE BRAKE PEDAL 



CHART NO. 280 D—Relining Band Brakes. Dodge Brake. Buick Light Six Brake Adjustment. 

*See page 932 for Dodge Rear Axle. 



















































690 


DYKE’S INSTRUCTION NUMBER FORTY-SIX-B. 


Fig. 21 — To force a one-piece 
clutch lining on a cone clutch, in¬ 
sert a rat-tail file in a bit brace. 
Force the lining on as far as it 
will go with the file, which should 
be a coarse one, and by turning 
the bit brace the file will roll the 
lining into place. 

fUt-t&il file 




leather being put oil a 
Clutch, oone 


Fig. 7—When rclining brakes some 
repairmen use the following method 
to get band tight. Rivet first at 
10, then at 11. This leaves a 
slack which is drawn up when 
riveted at 12. This forces lining 
tight against band all way ’round 
if proper length. 






Fig. 28—Lavine steering device— 
Type; screw and half-nuts. Ac¬ 
tion; nuts (N) are divided and 
operate on right and left hand 
threads cut in a worm or double 
threaded screw S. When turning 
steering wheel, one nut moves up, 
the other down, causing (O) to 
operate arm J. 

Adjustment is by 
nut (D) at bot¬ 
tom. Lubrica¬ 
tion; grease. 





Steven* Brake Lining Countersink 

No. 7 Dlatn. 9 16" for Out head rivet* No. 7 & 8 I 
No. 9 Dliim. 1-2" for flat head rivet* No. 9 
No. 11 Warn. 1J-32" for flat head rlv No.10 ft 11 
And all *t»e»of rivet* with countersunk bead*, I 



Fig. 8. 




Fig 27. Ross “fore and aft” 
steering device for trucks. 
Type; screw and nut. Action; 
movement of steering wheel 
turns screw (S). This causes 
nut (N) to travel up or down 
which moves A, F and J. Ad¬ 
justment; loosen clamp bolt B 
and tighten down D. 



Fig. 8—A brake lining counter¬ 
sink for flat head rivets %o. % 
1 %2 inch. This device will coun¬ 
tersink holes in any style of 
brake or clutch lining. Shank 
is inch di. and works on a 
hand or power drill. (Stevens 
Co., 375 Brodaway, N. Y.) 


Fig. 9—Starting motor clutch 
on Hupmobile 32, if worn so 
that it slips can be remedied 
by inserting cork strips %-in. 
in rear end of clutch cyl. recess. 



Fig. 60. Ross Cross 
Type Steering Device 
For Trucks. 



Fi». Cl Cross Steering 
With All Connections 
in Front of Axle. 

Fig. 60 — Ross “cross-type” 
steering device for trucks. Note 
ball I on arm J fits into end of 
drag link D at K (fig. 61). 
Type; differential screw. Ac¬ 
tion; arm J caused to turn by 
a differential action of one 
screw of fine pitch operating 
into another screw of coarse 
pitch. Adjustment; loosen B 
and tighten D. Lubrication; 
oil injected at top. 


CHART NO. 280E—Miscellaneous Repairs. Steering Devices. 





































































































691 


ADJUSTING WHEELS, BRAKES AND STEERING. 


Adjusting Brakes. 


There are two types of brakes in general use, 
the internal expanding brake and the external con¬ 
tracting brake—see page 685. 

Most of the brakes now in use are lined with 
brake lining or a kind of asbestos fabric. 

Before starting to adjust the brakes, jack up 
the wheels and see if the bearings are tight, if 
loose, brakes will be out of line and bearings 
should be taken up. 

Test brakes to see if band is badly worn. If 
so, a new lining will be needed. Also see if the 
lining has worn down to such an extent that the 
rivets have cut the brake drum—if so, then the 
wheel must be removed and the brake drum 
smoothed down with emery cloth, or in bad cases 
turned true and even on a lathe. If band is not 
entirely worn down then the brake band can be 
adjusted for clearance. 

Clearance adjustment of the external brakes is 
very important. If the band touches the brakes 
at different points of its circumference then the 
brake will drag at that point, which of course, 
consumes extra power and wear on the lining. 
The purpose of adjusting this clearance is to re¬ 
lieve the drag or to take up on an excess of clear¬ 
ance due to wear of lining. 

The proper clearance on most brakes is about 
VG 4 : to inch all ’round. Usually this clearance 
can be taken up by loosening the lock nut C, page 
684 and tightening up the nut (D). This ordin¬ 
arily is sufficient. If however, the clearance is 
more or less at the rear, then the clearance can be 
adjusted at A and B. The top half of brake can 
be adjusted by screw (F). However, the top half 
of brake is always given slightly more clearance 
than the bottom because the drum revolving in a 
right hand direction has a tendency to draw the 
top half of band to the drum. 

If the brake drags at any other point in its cir¬ 
cumference, then a large screw driver can be 


wedged between brake band and drum and by 
slightly hammering on each side of the band the 
clearance can be gained, together with adjustment 
of the adjustment screws and nuts. 

Many repairmen adjust brakes with wheels on 
the ground and after making adjustment, car is 
moved backward and forward to see if band drags 
and be sure that both brakes are adjusted equally. 

To adjust the internal brake, see pages 686 and 
687. Ordinarily the adjustment is made by tak¬ 
ing up on the pull rods. 

Don’t forget to oil all the levers and joints con¬ 
nected to the brake after making adjustment. 

The foot brake requires more adjustment be¬ 
cause it is used most. The hand brake is mostly 
used for locking the wheels when standing and at 
intervals in conjunction with foot brake on steep 
hills, therefore it requires less attention. 

Brake Pedal Adjustment. 

Sit in the driver’s seat and test the pedal to 
determine if it is in the correct position for proper 
braking tension when brake pedal is applied. If 
not, it should be adjusted by movement of turn- 
buckle, per page 689. The lever (M), page 684 
should be in toward the band in order to allow 
for full leverage. 

**Brake Lining—Size and Price. 

There are several good brands of brake lining 
on the market. For instance Multibestos, Ray- 
bestos, etc. 

The sizes are usually measured in thickness and 
width and sold by the length, per foot. 

The thicknesses run from *4, % 2 , %6. M and ^8 
inch. The widths run from 1, 1^4, 1%, 1% on up 
to 6 inches wide. The price varies from 33c per 
foot to $3.60 per foot. The Ford uses l%x%6" 
and sells for 40c per foot. 


**Steering Gears. 


There are two methods in general use: (1) The 
“fore and aft’’ method. (2) The “cross method.’’ 

The “fore and aft’’ method is shown in fig. 30. 
With this method the reduction gearing is usually 
in the bottom of the steering device and the 
connecting rod (B) is usually behind front axle. 



The “cross steering” method, is shown in fig. 
31. With this method the reduction gearing can 
be either at the top or bottom and the connect¬ 
ing rod (B) can be either in front or behind the 
front axle. 

The Ford and model “Four” Overland and 
Chevrolet “Four Ninety,” employ planetary gears 
for reduction. The Ford gears are at the top of the 
steering column (fig. 31), and on the Overland 
model “Four” and Chevrolet, at the bottom 
(fig. 37, page 693). 

Types of Steering Gears. 

There are a number of methods for reducing 
the ratio of movement of the steering column shaft 
to that of the arm (J). 

(1) Pinion and sector type, see fig. 20 (illustra¬ 
tions to the right), and fig. 6, page 693. 

(2) Worm and sector type, fig. 21. Note teeth 
are only on a section of the sector. 

(3) Worm and worm wheel type, fig. 22. 

(4) Planetary type. Note the gears are at top 
of the device on the Ford, fig. 23, and at the 
bottom on the Overland model “Four” and 
Chevrolet, fig. 37, page 693. 


(5) Screw and nut type, fig. 24. Movement of 
nut is up or down which moves arm J. 

(6) Screw and half-nut type, fig. 25. This is 
the Lavine steering gear. Adjustment is at 
the bottom of this device. The Jacox, page 
692 is also a screw and half-nut type. The 
screw on both, being double threaded. 






Fig. \t 
23. ' 

Planetary - 
Gears at Top 0 


Q 



V Fig. 24. 

ntS 


Fig. 25. 


. Fig. 23. 


Steering Gear Adjustments. 

The usual adjustments are in taking up the 
wear of the “worm and sector” or the “worm 
and pinion” or the “screw and nut.” This is 
accomplished by bringing the two in closer con¬ 
tact. On the worm and worm wheel type the 
side play can be taken up as explained on pages 
692 and 693. 

Often times if gears are worn, the steering 
device can be turned a quarter turn and arm J 
adjusted to this position and a new surface will 
be given to the gears. 

Too tight an adjustment transmits road shocks 
to the hands and is dangerous—about 1%" play 
in steering wheel is usually allowed. 


**See page 615 for size of brake lining for 1919 cars. 




























692 


DYKE’S INSTRUCTION NUMBER FORTY-S1X-B. 




Jacox Steering Gear. 

Type: Screw and hulf-nut type (fig’. 22 and 23). 
Consists of a steering tube to the lower end of 
which is attached a double threaded screw (S). 
Turning the steering wheel moves the screw (S), 


i T£S/?//VO WHEEL 


hoe?*/ but row 




STEER/HG COL rt 

JACKET 


C OCTAL /HO 

E>JUS T/B& 

,g SCREW 

BALL THRUST 
BEAR/R& 



•f> 

JL/BE 

1 / - 


r % — 


<y _ 


2*9 


THAorri e 
CELLE A 

^SPARK 
LEV E A 

SEC TOR 
BRACK £ 7 


F. K . 22 


B- Cl Art a 
BOL T 


p/TrtAB ARrr 



THROTTLE 
he TER 

5RARK 

LEVER 
HORH VV/RE 


which moves the two half-nuts (N). One of these 
nuts has a left hand thread and the other a right 
hand thread, therefore one half-nut (N) moves up¬ 
ward and the other down. 

The two half-nuts (N) bear against two rollers 
(H) attached to a yoke (L) on a shaft (A) which 
projects outside of the housing and to which is 
attached a pitman arm (J) which is attached to the 
drag link, which in turn is connected to the steer¬ 
ing knuckle arm on the front axle. 

Adjustment: If excessive back lash or lost mo¬ 

tion develops, it can be taken up by loosening the 
clamp screw (B) and screwing down on the ad¬ 
justing screw (D) which is screwed down directly 
on the thrust bearing (E) which forces down the 
double threaded screw (S) and the sliding half- 
nuts (N) against the yoke rollers (H). After ad¬ 
justing, lock the clamp bolt (B). 

Lubrication: The gear is filled with heavy 

graphite grease when it leaves the factory, how¬ 
ever, this should be thinned ocasionally by insert¬ 
ing a little engine oil through oil plug at top of 
the gear housing. The telescoping tubing can be 
oiled occasionally at oil holes OH, fig. 23. 

Adjusting Kinks. 

Hard steering is not always due to adjustment. 
It may be due to lack of lubrication. The other 
members of the steering device, such as the drag 
link connections may also be dry. Likewise loose¬ 
ness may be due to the 
connections. Always 
keep nut (Y) drawn 
tight. 

To test for troubles; 
Jack up front wheels, 
disconnect drag link and 
try the gear thus discon¬ 
nected. Examine drag 
link connections and 
wheel spindles. If this 
does not locate the trou¬ 
ble, loosen dash floor 
board bracket and see 
that the steering column 
is in perfect alignment. 
Take gear apart only as 
a last recourse. 



Q 


Assembling. 

If taken apart, and the method of steering is 
“fore and aft,” the left hand nut (N, fig. 23), 
should be on top for left-hand steering and the 
right nut on top for right-hand steering. 

If “cross steering;’’ method, the right-hand nut 
should be on left side for left-hand steering and 
left-hand nut on right side for right-hand steering. 

Gemmer Steering Gear. 

Type: Worm (W) and worm wheel (H)—figs. 

25, 26, 27. 

Adjustment: End play in worm wheel shaft (A) 

is taken up by loosening lock nut L, (fig. 26) and 
taking up on adjusting nut (I). 


The second adjustment 
is made by loosening 
clamp bolt (B, figs. 25, 
27) and tightening ad¬ 
justment collar (D). 

Ordinarily these two 
adjustments will remove 
any wear. However, if the wear is excessive and 
these adjustments will not remove the trouble, this 
arm (J) should be removed and steering wheel 
turned around so cross shaft (A) will have turned 
one-quarter turn. In this position place arm (J) 
back and it will be found that a new surface) will 
be given to the gears. Lubrication: Pack with 
grease. Oil can be injected occasionally to keep 
grease from hardening. 



Warner Steering Gear. 

Type: Worm (W) and worm-wheel (H). 

Adjustment: There are two adjustments. The 
adjusting nut (D) on top of steering device can 
be adjusted by loosening clamp bolt (B) to take 
up and down motion found in the wheel. The worm 
(W) and worm wheel (H) can be brought into 
closer contact by adjusting of the eccentric bush¬ 
ing (T). 

Lubrication: Pack with grease through plug 
(O). Inject oil occasionally. 




CHART NO. 281—Steering Devices—Types in General Use 

Cars,’’ pages 544 to 54 6, for types used on different cars. 


— see “Specifications of Leading 


Address of gear manufacturers: 

Co.. Racine. Wis.; “Warner,’’ 
Ind.; “Barnes,’’ Barnes Gear 


Jacox, ’ Jackson, Church Wilcox, Saginaw, Mich.; “Lavine ’ 
Earner Gear Co., Muneie, Ind.; “Ross,’’ Ross Gear & Tool 
Co., Oswego. N. Y.; “Gemmer,’’ Gemmer Mfg. Co. Detroit 


Lavine Gear 
Co., La Fayette, 
Mich. 






































































































ADJUSTING WHEELS, BRAKES AND STEERING. 


693 


ADJUSTING NUT ADJUSTING NUT 
I CLAMPING BOLT 

fob ^-GREASE cup 


OIL PLUG 

w 



STEEPING WORM 
BEARINGS 


I STEERING CAJE 
FILLER PLUG 

STEERING WORK 


FIG I 
MAXWELL 


GEAR SHAFT 

Coupling 

WORM ADJUSTING PLUG 
SITEPING ARM CLAMP NUT 


FIG. 2 

STUDEBAKER 




Fig. 37. 
Planetary 
Steering 
Device 


Steering f 
Rod J 


Create Piu« 



ADJUSTING NUT 
GREASE CUP 


Planetary Dean 
At Bottom 


WORM 
WORM WHEEL- 

BALL THRUST 
BEARING 



ADJUSTING LOCK 
CAP SCREW 
FIG. 5 
.OVERLAND 


eccentric 
bushing 
lock bol tt^j 



Studebaker Steering Gear. 

Type: “Worm and worm-wheel’’ (fig. 2.) Ad¬ 
justment: Jack up the front axle so steering de¬ 

vice will turn freely. Make adjustment with the 
steering wheel turned to the extreme right as though 
about to turn a sharp corner. There is less wear 
at this position than the straight ahead position, 
and a tight adjustment straight ahead would prob¬ 
ably be a binding adjustment in the angle position. 

In this position work steering wheel up and 
down. If steering column moves up or down, 
loosen, adjusting nut clamping bolt and slowly turn 
down adjusting nut until all end play is eliminated 
then tighten clamp bolt. 

If there is still back-lash it is an indication that 
the teeth on the worm and worm-wheel is worn. 
To adjust: Remove steering arm (J). Turn steer¬ 
ing wheel one-quarter around and replace arm (J) 
and tighten it. This will permit the engaging of 
entirely new sets of teeth on worm wheel and 
worm gear. 

Lubrication: Usually when a steering gear begins 
to steer hard it is due to lack of lubrication. The 
grease cup is used to lubricate the worm shaft 
bearing and heavy oil is injected at oil plug. 

Chevrolet “Four Ninety.’’ 

Type: “Planetary” (fig. 37). The planetary 

reduction gears are at the bottom of the steering 
device. Cross type steering method. Adjustment: 
There is no adjustment except to see that all nuts 
are tight. Lubrication: Pack with grease. 

Overland. 

Type: “Worm and worm-wheel’’ (fig. 5). Ad¬ 
justment: Loosen the two clamping bolts. Turn 

slotted adjusting to the right. Next, turn steering 
wheel hard around and adjust worm gear by turn¬ 
ing the eccentric hushing. Reason for adjusting 
with wheel turned to right is explained under 
“Studebaker” above. 

All Overland cars use above steering, except 
model “Four,” which uses a “planetary” type 
similar to fig. 37. 

Maxwell Steering Gear. 

Type: “Worm and worm-wheel and has two 

adjustments. 

If an excessive amount of end play or lost mo¬ 
tion exists, remove the two upper holts in the 
steering-gear shaft coupling and pull the steering 


adjusting 
nut for 
Vworm 

thrust 
j- washers 

-grease 

thrust 
washer 

grease 


wheel and shaft upwards. Then unscrew the 
steering arm clamp nut and remove the steering arm 
with the worm wheel shaft. The steering gear worm 
adjusting plug clamp screw should then be loosened 
and .while turning the steering gear with a hand 
on the coupling about a quarter turn to the right 
and left, tighten the plug until the play is taken up. 

If there is still lost motion in the steering wheel, 
remove the steering arm and turn the wheel until 
the steering arm clamp has rotated a quarter turn 
and replace the steering arm, thus giving the gear 
and worm a new bearing surface. Lubrication: 
Soft cup grease through filler plug. 

Reo Steering Gear. 

Type: “Pinion and sector.’’ Illustration (fig. 

6), is that of the steering device used on the Reo 
model “F” truck, but explains the principle as 
used on other Reo Cars. Adjustment of pinions 
and sector endwise may be controlled by the adj. 
screw. This pinion may be moved up or down by 
unclamping locking bolt (not shown) near bottom 
of steering device, allowing whole steering column 
to move up or down to give the right engagement. 
Do not disturg adj. screw when making this adjust¬ 
ment. Lubrication: Inject grease. 

Dodge Steering Gear. 

Type: “Worm and morm wheel,’’ fig. 4. Both 

made of hardened steel. Adjustment: To remove 
end play in worm shaft, loosen coupling or shaft 
connection (not shown) on the steering column, also 
the clamping bolt at top of the steering case. Then 
screw down the adjusting-nut until play is removed 
but not too tight. Tighten the parts which were 
loosened. 

To take up end play between worm (W) and 
worm wheel (H), remove eccentric bushing locking 
bolt. Then turn the octagonal end of the eccentric 
hushing, which projects through the frame, until 
(H) is brought in close contact with (W). Be 
sure to replace the eccentric bushing locking bolt, 
so that it sets between the teeth on the inner end 
of the eccentric hushing. After long usage the 
steering lever arm (J) can be disconnected and 
(H) and (W) can be rotated 90° or one-quarter 
turn and new teeth brought into play. Any end 
play found in the worm wheel shaft can be taken 
up by an adjustment on the side of the steering 
device (not shown). 

Lubrication: Pack cup grease in steering gear 

case at grease plug, with grease gun. Turn a 
grease cup above H (not shown) every 100 miles. 


CHART NO. 282—Steering Gear Adjustment and Lubrication. See pages 543 to 546 for make of 
Steering Device used on different cars. 























































694 


DYKE’S INSTRUCTION NUMBER FORTY-SIX-B. 


Hudson Oiling Adjustments. 

This subject is treated on pages 198 and 200. Ad¬ 
ditional matter is given below. 

Evidence of Poor Adjustment. 

1— Excessive and continued smoking at slow speeds. 

Sooty plugs. . 

This indicates that the central eccentric does not 
shorten the stroke of the pump sufficiently. Ad¬ 
justment of control eccentric necessitated. 

2- Oil pressure gage readings other than from % to 
1 lb. when idling or 2 to 2% lbs. at high speed. 
Eccentric adjustment necessary, or a leak in the 
oil pipe lines. 

S-Engine hot. 

Dirty oiling system, necessitating cleaning and 
change of oil, with possible readjustment. 

4—A pressure reading at slow speeds—none at high 

speeds. 

Caused by the control cam permitting the plun¬ 
ger to work at slow speeds but stopping it at 


until it is entirely free from plunger. 

(This point can be determined when engine is id¬ 
ling by turning the screw (fig. 2) until a point 
is reached where the screw turns freely.) 

3- It is then in the position shown in fig. 3, per¬ 
mitting the plunger to take full stroke under all 
conditions. 

4- Speed engine up. 

5- Note oil pressure. It should be about 2% lbs. • 


SPARK LEVER 




Fiq 2 —Control mechjnuw of the on *ub- 
ply Note the position of the Adjusting 
•crew at the left end of the cross-rod 
The stroke of the oil pump »• decreased 
oy turning this screw in an anti-clock* 
wise direction 


AOjmS* 'N6 
CAM 



„ _ ^ Voil mccvotp 

OIL BESEOVOIR I. fV ... 

SCRECM WtAW PL 176 

Pig 1—The on reservoir should be 
drained and cleaned about every 
1000 miles. If the base be removed, 
always clean the screen When re 
placing base, have the on trough 
fun of oil. that the cranks may get 
oil from the start 

high speeds. Adjustment of cam necessary. 

It is usually advisable to remove the oil pan, 
clean and refill with new oil in case of any oiling 
troubles before making any adjustments. A 
draining and replenishing of the oil supply is 
advisable every 1000 miles; or after the first 
500 miles with a new car. 

To Clean the System. 

1- Remove oil reservoir, drain plug and drain system. 

2- Remove base. 

3- Remove two bolts holding oil reservoir, screen 
in place, and wash with gasoline or kerosene. 

4- Wash oil troughs and reservoir with gasoline or 
kerosene. 

6-Remove oil suction tube and see that it is open 
and clean. Blow out, if necessary. 

6- Replace oil suction tubes and make all joints 
tight, otherwise the oil pump will draw air, pre¬ 
venting oil circulation and destroying the ac¬ 
tion of the pump. 

7- Fill oil troughs with oil. Replace base. 

If the oil troughs are not filled, the bearings 
etc., may not receive oil enough to prevent dam¬ 
age when starting the engine. 

8- Refill the reservoir with new oil. This takes 
somewhat over 3 gals, and the indicator gage at 
the right of the engine should be about halfway 
up the column. 

To Adjust Oil Pump. 

1- Loosen throttle arm on pump-control eccentric at 
the right side of engine. 

2- Turn control eccentric arm with a screwdriver 



Fig 3—Left—Sectional view 
bf the oil pump, showing 
method of measuring the 
stroke. With the engine 
idling, the stroke should be 
about 1/32 In.; when speed¬ 
ing, about 1/8 In. The small 
vertical spring at the top 
should be stretched or short¬ 
ened until the oil pressure 
gage reads 2'/a lbs., with the 
engine speeding, and the cam 
In the neutral position. 

Fig. 4 —Right—The letter C 
of the eccentric cross shaft 
should be Just forward of the 
vertical, when the engine Is 
speeding. In most cases of 
proper adjustment 


6- If it is more than 2% lbs. stop engine, remove 
oil valve spring, as shown in fig. 3, and stretch 
it slightly. 

7- Replace spring and again test. 

8- Should the gage read less than 2% lbs., squeeze 
the spring shorter and test. 

9- Oouple up throttle lever as shown in fig. 2. 

10- Start engine. Let it run with closed throttle. 

11- Turn adjusting screw (fig. 2) in an anti-clock¬ 
wise direction until the oil gage registers % to 
1 pound. 

12- Lock throttle lever in place. 

To Check Up Adjustment. 

1- Remove plug, shown in fig. 3, and insert a match 
or nail in the hole, bringing it into contact with 
the plunger head. The pump can be felt going 
through its stroke. (Care must be taken in do¬ 
ing this, as the fan runs very close to the plug 
and offers opportunity for injury.) 

2- When the engine is idling, with the throttle 

closed, the stroke of the plunger should be 

about ^2 inch. 

3- When racing, the plunger should have a stroke of 
about Vh inch. 

4- With the throttle open the mark (C) on the 

control eccentric arm at the coupling should 

be just forward of the vertical (see fig. 4). 

(In making any adjustment on the oil pump, 
always start with the control eccentric in the 

inoperative position and follow the steps through 
as outlined, otherwise the cam may be set in 

the wrong position.) 


Principle of Operation of The “Ball and Spring’’ Oil Pressure Regulation. 

The method of regulation of the pressure, where a ball check and spring is used is shown on pages 
198, 200, 741. The ball and spring performs the same function as a safety valve on a steam boiler. It 
can be placed any where on the system (preferably farthest point away from oil pump). There are cer¬ 
tain positions of crank shaft when no oil channels register and pressure would build up excessively high 
were it not provided with some means of release. When pressure exceeds that at which the regulating 
screw is set, it forces the ball off its seat and the oil passes through channel to lubricate the chains. If 
this regulating screw were set at too low a pressure, then all the oil would pass out under the ball and 
your crank pins would go dry. If set too high the oil feed would be too great and smoke, carbon and 
fouled plugs would be the result. 


CHART NO. 282-A—Adjusting Hudson Super-Six Oiling System—also see chart 99-A and page 200. 

See page 198, 200 and 741. (Motor World.) 




































695 


INSTRUCTION No. 46-C. 


HOW TO USE TOOLS AND MAKE REPAIRS. 


*How to Solder Aluminum. 


There are. various compounds on the market 
for soldering aluminum, hut this operation de¬ 
pends more on the workman than on the solder, 

and unless considerable experience has been had 
it is probably better to purchase solder than to 
attempt making it.T 

The chief difficulty in soldering aluminum is 
that the heat is dissipated so rapidly that it 
cools the soldering iron, and furthermore, alum¬ 
inum oxidizes instantly upon exposure to the air. 

This extremely thin film effectually prevents a per¬ 
fect union being made. If the parts are well 
heated and melted solder kept melted by allow¬ 
ing the iron to stand on it, the surface can be 
scraped beneath the melted solder by the point 
of the soldering iron, thus preventing to a cer¬ 
tain extent the oxidation. In this way the metal 
can be tinned. When both parts to be brought 
together are well tinned, the parts can be united 
with some chance of success, nitrate of silver, 
resin, or zinc chloride being used as a flux. 


A nickel soldering tool gives more satisfactory 
results than a copper one, as the latter alloys with 
the tin and soon becomes rough. 

Parts to be united must be thoroughly cleaned: 
If the surface is of such a shape that it can¬ 
not be readily cleaned by scraping, it can be 
cleaned by dipping it into a solution of nitric 
acid in three times its bulk of hot water contain¬ 
ing about 5 per cent of commercial hydro-fluoric 
acid. This causes a slight action on the surface 
of the metal as shown by bubbles. Rinse the 
metal after removing from the acid bath and dry 
in hot sawdust, or thoroughly clean and allow 
to stand two or three hours in a strong solution 
of hypo-sulphate of soda before being operated 
upon or cleaned in the acid bath described above. 

Aluminum solder: The following formula, in 
the hands of a competent man, can be used to 
unite aluminum or aluminoid parts: tin, 10 parts; 
cadmium, 10 parts; zinc, 10 parts; lead, 1 part. 
It is best however, to purchase the solder ready 
made. 


**Heat Treatment of Steel. 


In ordinary shop practice this consists of the 
following: The process of annealing, the process 

of hardening and the process of tempering. 

Annealing. 

Annealing or softening renders metal in such 
condition that it can be easily cut, machined or 
bent. See page 713, fig. 4, showing how tubing 
is annealed. 

To anneal steel; heat to a dull red heat and 
then remove from the heat and permit to cool in 
in the air. 

Where the work is of great importance, an 

A simple oven is shown 
in fig. 1, and fig. 1, page 
696. A piece of gas pipe 
is used, large enough to 
admit the tool or metal 
to be heated. One end 
is closed and placed in 
coals until inside of pipe 
has been heated to a 
bright red. Then the 
part to be heated is 
placed in the pipe and 
brought to the desired 
heat. Then instead of 
cooling in the open air, 
the work is placed in 
a bed of non-heat-conducting material such as 
charred bone, asbestos fibre, ashes, lime, fire clay 
or sand. The metal should be left for a long 
period of time, well covered, until cool. 

Brass or copper, is heated to a low red heat 
and quickly dropped into cold water. 

Hardening. 

The process of hardening is accomplished by 
bringing the metal to the proper temperature, 
slowly and evenly, the same as for annealing, and 
then cooling more or less; rapidly, depending on 
the grade of the steel being worked upon. 

The degree of hardening is determined by the 
grade of steel, the temperature from which it is 
cooled and the temprature and kind of cooling 
bath into which it is plunged for cooling. 

Steel to be hardened, is placed in the oven and 
permitted to come to a heat of about 650 or 700 
degrees. It then is placed into a heating bath 
of molten lead, fused cyanide of potassium, heat¬ 
ed mercury or some other preparation designed 
for the purpose. The degree of heat to which a 
piece of steel must be brought depends on the 
percentage of carbon contained within the steel. 
The more carbon, the lower the heat required to 
harden it 


oven or crucible is used. 



It is essential that the cooling bath be of 
the same temperature during each process of 
cooling. 

Ordinarily, steel is cooled in water, but many 
other liquids are used. If cooled in strong brine, 
the heat w411 be extracted very rapidly and the 
degree of hardness will be much greater. If 
cooled in mercury, a still greater degree of hard¬ 
ness is obtained. 

If toughness is wanted without extreme hard¬ 
ness, the metal may be cooled in lard oil, fish 
oil or neatsfoot oil. 

In hardening carbon steel, bring to a cherry 
red heat, plunge into cold water (brine is best) 
and hold until hissing ceases, then remove and 
place in oil for complete cooling. 

In hardening high-speed tool steel—see page 711. 

When hardening brass, bronze, or copper, the 
work is accomplished by hammering or working 
while cold. 


Tempering. 

Tempering differs from hardening, in that tem¬ 
pering is the process of making steel tough so it 
will hold a cutting edge and not crack or check. 
Tempering makes the metal stronger and the 
grain finer. Tempering may be considered as a 
continuation of hardening operation. 


To temper, the metal or tool is heated slowly, 
to a cherry red heat then dipped into water (fig. 

3), to a depth of about V& or %" 
above the point. When the piece 
pro 3 ias c0 ° 1ie( ^ t° the point where the 
/7, ' portion above the water has not 
lost its redness, remove it from 
the water and quickly rub the 
end with fine emery cloth. 

While the heat from ’the un¬ 
cooled portion of the metal grad¬ 
ually heats the point again a 
change of color occurs at the pol- 
When a certain color has been 
reached the entire tool should be completely im 
mersed in water and permitted to remain there 
until cold. 



ished point. 


Colors for different work is as follows: Wood 
saws and springs—dark blue, 600*; cold chisels 
and screw drivers—dark blue or light purple, 
600° or 520°; punches, drills and wood-working 
tools—brown 510°; taps and reamers—ordinary 
straw color 450°; lathe tools, planer, shaper and 
slotter tools—light straw color, 430°. Colors 
darker than the dark blue, ranging through green 
and gray, signify that the piece has reached i-ts 
ordinary temper, which means it is partially 
annealed. 

—continued on page 697. 


*See pages 711, 712, 735 for Soldering. **A book dealing with the subject of annealing, hardening, 
tempering, brazing, etc., can be secured of A. L. Dyke, Pub. Granite Bldg St. Lome, Mo. for $3 .d 0. 
tOne' manufacturer is Victory Aluminum Solder Co., 3334 Kedize Ave., Chicago. 

*To solder cast iron, see foot note, page 712. See also, foot note, page 713. 





696 


DYKE’S INSTRUCTION NUMBER FORTY-SIX-C. 


riRECLAY 
PLU6 



♦How to Case 
Harden Steel. 


Fig. 1. Case hardening steel. 
The pieces are packed in a 
pipe with the hardening com¬ 
pound—but they must not touch. 


The outer sur¬ 
face of any piece 
of soft steel may 
be made hard by 
case hardening. 
Its purpose is to 
increase the 
strength and 
wearing qualities 
of the steel. All 
machine work to be done on the steel should be 
done before the case hardening, as grinding alone 
can be done afterward. (If any part of the piece 
must be left soft, this may be done by covering 
that part with asbestos paste or paper.) 

The hardening compound: Mix 9% parts of 
fine charcoal with 2^ parts of table salt. Place 
2% parts of kerosene oil in a dish, and put with 
it as much sawdust as is required to soak the ke¬ 
rosene up. Now mix the sawdust and oil with the 
charcoal and salt. This compound may be used 
many times. 

The crucible: Get a piece of iron pipe long and 
large enough to hold the pieces to be hardened 
(fig. 1.)* Pack the pieces in this pipe with the 
hardening compound. Do not let one piece touch 
another, or touch the pipe side, but keep them 
well apart with the compound. Now close both 
ends of the tube with fire clay. 

A large forge fire is necessary for heating the pipe 
and the pipe should be heated to a bright red heat. 
The length of time varies depending on the size of 
the pieces, and the depth of case desired. 

Ordinarily two hours at bright red heat will give 
inch case. This heat should be held as evenly 
as possible to give an even case and reduce warping 
effects. 

To produce the maximum strength, two heat 
treatments are necessary after hardening. First 
heat each piece to a bright red and plunge in oil. 

Then again heat it to a dull red, and plunge. This 

will give a fine grain both in the core and in 

the case. 

Quick Case hardening: If a thin case is de¬ 
sired, this may be applied quickly by heating the 
piece to redness and sprinkling the part to be 
hardened with potassium cyanide. Keep the tem¬ 
perature constant for 4 or 5 minutes, then plunge 
the piece in water or oil. An exceedingly thin 
case will result that will increase the wearing 

qualities of the steel, better its appearance and 
prevent rust. 

Another Method of Case Hardening. 

It is possible to case-harden small pinions quite 
well by bringing them to a uniform bright-red 
heat and plunging them into finely-powdered yellow 
prussiate of potash, repeating the operation three 
or four times, and finally plunging into clean cold 
water whilst still at a red heat. The mild steel 
absorbs carbon from the potash to a depth of about 
Vooth of an inch, and this surface hardens perfectly 
on the final cooling. Nuts so treated resist rough 
usage with the spanner much better than an or¬ 
dinary soft-surface nut. 

In treating parts of this class it is, however, 
important to remember that the threaded part 
should be filled up with clay so that it does not 
come in contact with the carbonizing material; 
otherwise it will be certain to be spoiled. Any 
roughness of the surface, such as on the teeth of 
pinions, can be smoothed off with emery cloth 
wrapped over a thin flat file. Parts made from 
tool or high carbon steel, are readily hardened by 
making them red-hot and plunging them into cold 
water. The correct heat is important, because if the 
parts be heated to a very bright red, they may be 
spoiled or decarbonized, and if to a white heat, 
certainly so. On the other hand, if made barely 
red, the parts will not harden. 



Straightening Warped Pieces. 

Uneven heat and uneven cooling warps the steel. 
Case hardened pieces can not be straightened by 
~ pressure or by pound¬ 

ing as this cracks the 
case.. To straighten 
a warped piece of 
case hardened steel: 

1— Find the high or 
‘‘bowed” part. Mark 
this with a chalk 
line. 

2— Ileat the piece 
slightly—never near 
a red heat. (The 
amount of heat de¬ 
pends on the warp, 
and can only be de¬ 
termined by trial.) 

3— Clamp the piece 
in a vise between the 
blocks as shown in 
fig. 2. 

4—Direct stream of water at chalk line. This will 
contract the long side and make piece straight. 

**A Home Made Gas Blow Torch. 

Small soldering jobs, especially in cramped quar¬ 
ters, may be most readily done by means of a blow¬ 
torch. Such a torch may be made from pipe fit¬ 
tings in the man- 
n e r illustrated. 

In brief, it com¬ 
prises a piece of 
pipe, attached to 
the gas main by 
a length of rub 
ber hose, with an¬ 
other piece of 
pipe, attached to 
the air line, and 
welded to the 
gas nozzle as shown. A spacer cross-brace is 
welded between the two pipes, at the rear, mak¬ 
ing the torch a unit. A valve on the gas pipe ren¬ 
ders regulation of the flame easy. Though this 
torch is somewhat small for brazing jobs, a heavier 
torch could readily be made for that purpose—see 
also fig. 17, page 720, and 472. 

fGas Torch and Soldering Iron. 

A—copper soldering iron. B—gas burner tube. 
0—gas burner. D—gas tube to connect hose. 

This is a well-made tool. Can be used with 
illuminating or acetylene gas by attaching to gas 
burner or Prest O-Lite tank with rubber tube. By 
removing the soldering iron the burner can be used 

as a blow pipe 
. for brazing, also 

*‘2- 3 soldering alumi¬ 

num — for sale 
_ by Auto Supply 

* A houses. 

Starretts Gas Heater. 

The heater will be found very useful in the ma¬ 
chine shop, as it is convenient for tempering small 

( tools, heating sol¬ 
dering irons, melt¬ 
ing lead, babbitt, 
etc., and as a 
forge for light 
work it will be 
found very valu¬ 
able. 

It consists of 
1, 2, or 3 burn¬ 
ers, with or with- 

Double Tube Gas Heaters ou * . to °^ holder 

. and is connected 

to the ordinary gas jet. A ladle 14 inches long 
holding 12 ounces, can be had of the same Comnanv’ 
L. E. Starrett, Athol Mass. 





CHART NO. 282-B—How to Case Harden Steel. A Home Made Blow Torch.. A Gas Heater. 

Straightening Warped Pieces. (Motor World.) 

‘See also pages 695-697. **See also page 472. tSee page 735, 711 and 712 for gasoline blow pipe torches. 























HOW TO USE TOOLS AND MAKE REPAIRS. 


697 


—continued from page 695. 

After a spring has been properly hardened by dip- 
P1 um in , fish ' oil or . lard it may be held over the fire 
while still wet with the oil and permitted to catch 
hre. After the oil burns off the spring it has been 
properly tempered. Self-hardening steel should never be 
placed in water. 

Drills amd small tools can be tempered quite well in 
a name. Larger parts are better tempered on an iron 
plate on which has been placed a thick layer of fine 
sand and the flame allowed to play underneath. This 
ensures the part being uniformly tempered. 

Difficulty is often experienced in lathe work on 
nickel steel stock through the failure of the tool to 


retain its cutting edge. To overcome this, heat the tool 
nearly to white heat and plunge it into kerosene oil. 
See also, page 711. 

Case Hardening 

Is the process of hardening the surface of the steel, 
leaving the inside strong and tough. More carbon is 
added to the surface of the steel, which offers good 
wear—resisting qualities and has the effect of forming 
a very hard coat on the outside while leaving the in¬ 
side practically unaffected. In other words the outer 
surface only is hardened, as for instance, gear teeth 
or nuts which are hardened to only about 1/50" deep— 
see page 696. (Motor Age.) 


**Brazing. 


Brazing is infinitely stronger than soldering. It is 

by brazing that bicycle frames are built up. Cycle 
makers use a gas blow flame. This consists of two 
parallel pipes—one for gas and one for air. The air, 
which issues under pressure, causes a strong and very 
hot flame. The air pressure is produced by a small 
bellows worked by the foot. 


The hard solder, as it is sometimes called, is a 
brass that melts at a low, red heat. It is generally 
bought in packets, and is in grains about the size of 
a pin’s head. Brass wire is also used. Being wound 
around the part to be brazed, it melts and runs into 
the joint. The flux used for brazing is powdered borax. 


There is one feature of automobile repairing 
which has been sadly neglected by the average 
repairman and that is, the use of electrical test¬ 
ing instruments for testing generators, starting 
motors, wiring system, ignition system and stor¬ 
age batteries. Also the use of the micrometer 
caliper for measuring and testing piston clear¬ 
ances; to see if the cylinders are out of round, 
etc. 

The reason why neglected, is possibly due to 
the fact that the repairman has not realized the 
importance of making adjustments to a thou¬ 
sandth part of an inch, or else he thinks the 
subjects are too complicated for him to under¬ 
stand. 

The writer would, however, advise every re¬ 
pairman who wishes to be “au fait” with small 
measurments and accurate work, to not only 
study the use of the instruments which will be 
mentioned but become the proud possessor of 
the instruments. You will not only place your¬ 
self in a position where you can diagnose and 
remedy troubles, test cylinders, pistons, valve 
clearances, etc., with a degree of accuracy you 
have not been accustomed to, but you will be 
in a postion to do work “over the head ,, of 
your competitor and your work will be accurate, 
which of course w r ill build a profitable business 
for voii. 

*List of Instruments. 

1-Model 280 Weston Volt-ammeter, as per page 
864H. For making tests as shown on pages 
402, 406, 410, 414, 416, 429, 737. Price_$ 37.50 

1—Cadmium Voltmeter with cadmium stick, as 
per page 8641. For testing storage battery 
plates as per pages 864D and E. Price.$ 28.25 

1-Hydrometer, for testing electrolyte of storage 

batteries, per page 450. Price.$ 1.50 

1-Wiring Manual to aid one in tracing electrical 

wiring circuits, per page 864F. Price.$ 15.00 

1-No. 203 Micrometer Caliper, for measuring 
spaces from .001" to 1 inch. This instrument 
can be used for measuring ball bearings, 
drills, screws, rods, sheet metal, etc., and is ex¬ 
plained on page 698. Price.$ 8.50 

1-No. 226, 3 inch Micrometer Caliper, for 

measuring the diameter of pistons, etc. 

Will measure from 2 to 3 inches in thousandths 
part of an inch. See pages 698, 690 and page 
649. Price .$ 10.00 


226, 4 inch Micrometer Caliper, for 

measuring the diameter of pistons, crankshafts, 
etc. Will measure from 3 to 4 inches in 
thousandths part of an inch. See pages 649. 

609, 698, 699. Price .$ 10.75 

1-No. 226, 5 inch Micrometer Caliper, for 

measuring the diameter of pistons, etc. Will 
measure from 4 to 5 inches in thousandths 
part of an inch. See pages 649, 609, 698. 

699. Price.$ 12.00 

1-No. 124A Inside Micrometer Caliper, for 

measuring the inside diameter of cylinders 
per pages 649, 609, 654, 653, 698, 699. Will 
measure spaces from 2 to 8 inches. Price... $ 7.25 

1-No. 72 Thickness Gage, for measuring spark 
plug gap clearance, (pages 235, 543) ; inter¬ 
rupter gap clearance (pages 251, 378, 543) ; 
piston ring gap clearance (pages 649, 655), 
etc. Has 22 leaves varying in thickness from 
.004" to .025". See page 699. Price.$ 2.50 

1-No. 172A Thickness Gage, has 9 leaves and 
measurers smaller clearance than No. 72, as 
follows: .001 y 2 or .0015"; .002"; .003" also 
.004"; .006"; .008"; .010"; .012"; .015". 

These smaller measurements are necessary for 
measuring ring groove clearance (page 649) ; 
valve clearances where under .004", (pages 
542 and 94). Price.$ 1.50 

1-Machinists Steel Rule or Scale, 6 inch, per 
fig. 18, page 700. Price .$ 1.00 

1-Inside Caliper, 5 inch, per fig. 6, page 700. 

Price .$ 1.00 

1—Outside Caliper, 5 inch, per fig. 7, page 700. 

Price .$ 1.00 

1—Comoression Tester, for testing the comparative 
pressure of cylinders. See fig. 4, page 629. 

Price .$ 6.50 


Total.$144.25 

You will note that alJ of the above list is 

required, in order that one can make all tests. 
One micrometer caliper cannot be obtained that 
will measure all sizes of pistons, for instance, 
from 2 to 5 inches in diameter, instead, a set 
is required as listed above. 

IThousandth Part of an Inch. 

A thousandth part of an inch is infinitesimally 
small but must be used to correctly measure the 
clearance of a spark plug gap, interrupter point 
gap in ignition systems and also for valve clear¬ 
ances as per pages 94, 542, and for many other 
purposes. By referring to page 698, full ex¬ 
planation of a thousandth part of an inch is 
given. See also, page 541. 


Instruments For The Automobile Mechanic. 

1—No. 


**See pages 712, 713. tSee also, pages 698 and 541. Thousandths part, of an inch and hundreths part of an 
inch converted into fractions of an inch, are given on pages, 541 and 115. *Other suggested tools are: 4 
machinists vice, $12.75; Blow pipe torch for soldering, $8.50; Set of drills A to % in thirty-seconds. $7.00, 

All material listed on this page can be secured of A. L. Dyke, Elect. Dpt., St. 


Townsend grease gun, $5.50 
Louis, Mo 

















698 


DYKE’S INSTRUCTION NUMBER FORTY-SIX-C. 


What is a Thousandth Part of an Inch. 

If 1" is divided in 2 parts, each part is 
If 1" is divided in 32 parts, each part is 
If 1" is divided in 04 parts, each part is % 4 " 
If 1" is divided in 100 parts, each part is Yoo" 
If 1" is divided in 1000 parts, each part is^ooo” 

A hundredth part of on inch could be ex¬ 
pressed in fractions, as Moo^b part of an inch, 
but is usually expressed in decimals as .01". 

A thousandth part of an inch could be ex¬ 
pressed in fractions, as Moootb part of an 
inch, but is usually expressed in decimals, as 
. 001 ". 

To read decimals, start with the decimal 
point (the period); call it decimal or point; 
next figure to right of it, call tenths; next 
figure, hundreths; next figure thousandths, 
next figure ten-thousandths, next hundred- 
thousandths and so on. 

Thus, the figure 3 standing alone would 
represent three-units, but if it had a decimal 
point in front of it, as .3, this would represent 
three-tenths; if expressed thus, .03, it would 
represent three-liundreths; if expressed thus, 
.003, it would represent three-thousandtlis; 
if expressed thus, .0003, it would represent 
three-ten-thousandths and so on. 

See page 541 for conversion of thousandths of 
an inch in decimals, into fractions of an inch and 
also page 115, for conversions of hundreths of an 
inch in decimals, into fractions of an inch. 

If an inch space was measured off into 
one-tliousand equal parts, each part would rep¬ 
resent one-thousandth part of an inch or .001". 

Twenty-five of these parts would repre¬ 
sent twenty-five-thousandths of an inch 

(.025"), which is equal to ^oth of an inch. 

One himdred of these parts would repre¬ 
sent one-hundred-thousandths of an inch 

(.100"), which is exactly equal to Yioth of an 
inch. 

Five hundred of these parts would repre¬ 
sent five-liundred-thousandths of an inch 

(.500"), which is exactly equal to % an inch. 

One thousand, or all of these parts would 
represent one-thousand-thousandths of an inch 
(1.000"), which is exactly 1 inch. 

Micrometer Calipers. 

It would be a difficult matter to divide an 
inch into one thousand divisions or gradua¬ 
tions on a rule or scale, therefore an instru¬ 
ment known as a micrometer caliper with a 
double scale is employed for measuring spaces 
as small as .001". In fact, by adding a third 
scale (called a Vernier fig. 7, page 699) and 
computing the ratio of one figure to another, 
a space as small as ten-thousandths (.0010") 
of an inch can be measured. 

The automobile repairman seldom finds it neces¬ 
sary to measure spaces less than .001", therefore 
this subject will be devoted to micrometer calipers 
reading .001" and more. 

The three kinds of micrometer calipers the 
automobile repairman will need most, are 
shown in figures 6, 25 and 26. 

By referring to page 649, note how the “outside 
micrometer caliper” (fig. 25, page 699) is used for 
measuring the outside of pistons, also, on page 649, 
note how the “inside micrometer caliner” fi^. 26 
page 699), is used for measuring the inside of 
cylinders. 

The outside micrometer caliper shown in fig. 6, 
this page, is a smaller one, it measures spaces only 
from .001" to 1". The ones shown in figs. 25 and 
26 (page 699) will take larger measurements, but 
also reads .001" to 1". 


One Thousandths Micrometer Caliper. 

How to read: Frame A (fig. 6) and sleeve 
D are stationary. The thimble E and spindle 
C are connected together. On the inside of 
A and D there are threads, (40 to the inch). 

D-SLEEVE 


When the micrometer caliper is closed, the 
end of C is against B and the bevel edge of 
thimble E is on the vertical line O on D, 
and the O line on bevel edge of E, is in line 
with the horizontal line on D. 

When the caliper is opened, (we will as¬ 
sume it is closed), turn thimble E to the left. 
If it is turned one complete revolution, then 
the O line on E would have revolved from 
horizontal line on D, back again, and one 
vertical line will then be visible on D, which 
represents a space of twenty-five-thousandths 
(.025") of an inch from B to end of C (where 
all measurements are made). 

The reason for this is due to the fact that 
the spindle C and thimble E are revolved on 
threads which are cut 40 to the inch, and a 
complete turn represent a movement of C, of 
54 0 th of an inch, expressed in decimals, equals 
.025" (twenty-five-thousandths) 2 %ooo ==: 14o^h. 

Each line, therefore, on D which is expos¬ 
ed, by the bevel edge of thimble E as caliper 
is opened, represents .025" or 34 0 th of an inch. 
Every fourth line is longer and is numbered, 
1, 2, 3, 4, etc. Therefore, if the fourth line 
with the number 1, (on D), is visible at the 
edge of E, then we would have an opening 
at B to C, of 4x.025" or .100", or %o^ ls > or 
^ 0 th inch. If eight lines on D were visible, 
the eighth line would be numbered 2, and we 
would have an opening of 8x.025" or .200", or 
%ofhs of an inch, which is also equal to 

Any fractional part of a complete revolu¬ 
tion of E, will be read on the edge of thimble 
E. For instance, suppose thimble E is not re¬ 
volved a complete revolution, but only a por¬ 
tion of a revolution. We know that a com¬ 
plete revolution of E represents .025", there¬ 
fore there are 25 divisions or lines on bevel 
edge of E, equal distance apart, and every 
fifth line is numbered, from 0 to 25. Rotat- 
ing the thimble E from one of these marks 
to the next, moves spindle C longitudinally 
lAjth of twenty-five-thousandths, or one thou¬ 
sandths (.001) of an inch, and this is where 
we get the reading in one thousandths (.001) 

For example, see fig. 6: There are seven verti¬ 
cal lines (do not count the O line), visible on D. 
Multiphy this by .025 (7x.025 = .175), then add 

the number of divisions or lines from O (do not 
count O line), on thimble E, to horizontal line on 
D, and we have- 3 divisions or lines, (each line 
represents .001), therefore, we have a space from 
B to end of C, of (.178") one-hundred and seventy- 
eight-thousandths of an inch, (7x.025 = .175 + .003 = 
.178). 



B-ANVIL 


E-THIMBLE 


Fig. 6. Reads 
spaces as small as 
.001", up to 1". 
Lines on D .025" ; 
lines on E .001". 


CHART NO. 283—A Thousandth Part of an Inch (see also, page 541). Micrometer Calipers. 

♦When the symbol " is placed after a figure, as 1", it means 1 inch—see page 541. Thickness of this paper 
is .003 Vz (three and one-lialf-thousandths of an inch, or expressed as .0035" (thirty-five ten-thousandths). 













HOW TO USE SMALL MEASUREMENT TOOL. 


699 


—continued from page 698. 

The outside micrometer caliper fig. 25, is used 
for measuring the outside diameter of pistons, etc. 
Note the frame ia much deeper, which is necessary, 
as shown in fig. 3, page 649, so that there is room 
to place caliper over the piston. 



The usual diameter of pistons for automobile 
engines, vary from 2" to 5" diameter. In order to 
measure pistons from 2 to 5 inch diameter, it is 
necessary to have three micrometer calipers, (see 
list, No. 226, page 697), as each caliper only reads 
for 1 inch measurement. In other words, the move¬ 
ment of 0, fig. 25, ia only 1 inch. This 1 inch 
movement can be read in thousandths of an inch 
as explained in connection with fig. 6. 

For instance, on a caliper designed for 2 to 3", 
the permanent open space between end of <1 and B 
would be 2" when caliper was closed, thus micrometer 
reading in thousandths part of an inch would be 
between 2 to 3 inch. This also applies to the 3" 
to 4" and 4" to 5" micrometer caliper. See refer¬ 
ence to No. 226, 3, 4 and 5 inch calipers, page 697. 



FIG. 26 


To read the inside micrometer caliper, fig. 26, 
the same method is used, however bear in mind 
that in order to read the measurement of a cylinder, 
which say, is 4.080" (four and eighty-thousandths) 
of an inch in diameter, we would place an exten¬ 
sion bar in the end of 0 (bars of different lengths 
are supplied with inside micrometer calipers), then 


open the caliper slightly more than the required 
amount. Then close the caliper gradually until it 
will go into the cylinder freely, then gradually open 
it until the edge of F touches cylinder wall on one 
side and end of bar on other side, remove and note 
reading, (note F is pointed, as is also, end of ex¬ 
tension rod which fits into C, in order that they con¬ 
form with curvature of cylinder). 

Reading on fig. 26 shows 3 lines exposed on D, 
(the third line is hardly visible, but bevel edge of 
E is just exposing the third line on D. In fact, the 
spaces between lines is more often counted than 
the lines. Do not count line O), therefore as each 
line on D represents .025", we have 3x.025 = .075 
on D. Then count the number of lines from O 
line on E, (at bottom), to horizontal line on D, 
counting each line as .001", and we have 5 lines, 
or .005, therefore we have a reading of .080" (3x 
.025 = .075 + .005 = .080). 

Ten-Thousandths Micrometer Caliper. 

The Vernier micrometer caliper (fig. 7) has a 

third scale and reads ten-thousandths. To read, 

,note thousandths as 
in the ordinary cali¬ 
per (fig. 6), then 

observe numbered 
line on (D) which 
coincides with line 
on E. If it is line 
marked 1, add one 
ten-thousandth; ii 
marked 2 add two 
t e n - t housandths, 
etc. 

Thickness Gage. 

^This tool is used for measur¬ 
ing the clearance of valve 
stems, spark plug and in¬ 
terrupter points, etc. as 
mentioned on page 697 (No. 
72 and 172A thickness 
gage). This is the No. 72 
and has 22 leaves which 
vary in thickness from .004 
(four thousandths) to .025 
twenty-five thousandths) of 
an inch. See page 697 for 
description of the No. 172A 
gage. 



Fig. 4. 



Tap and Drill Gage. 


s ize a hi gs v'T m- rS ™'0 » .2? 
-^AP g* W 



T 

• - r 

6X32 33 2- O C)S 'C>S 

hi ^ 098 c~ 



By the use of this gage one is enabled to select at once the right 
sized drill, to suit machine screw taps most commonly used, leaving just 
stock enough for tap to cut as near a full thread as is practical for 
one to tap without breaking it, thus saving much time and uncertainty 
of result attending the former crude ways of selection. 

Explanation of illustration, the first row of figures, for an example, 
read thus, 14x20 10 x ,4. The number 14 (in the first row of figures) 
means the number or size of tap; 20 the pitch or number of threads 
per inch; 10 the size of drill to use which will leave the right stock 
for proper thread; and 1 A, size of drill to use to let this tap or screw 
through outside of the thread. 

The figures—1, etc., up to 60—designate the number of drill (size 
agreeing with the holes). Other figures, 228, 221, etc., designate the 
size of hole in thousandths of an inch. See table No. 100, page 703, 
and table No. 106, page 706. 

Example—Suppose you had a cap screAV of a certain size and you 
found by referring to table No. 100, page 703, that it required a 10x32 
tap. First find tap size 10x32 in column No. 1 (on the drill gage.) 
Referring to column No. 2 (tap drill size), you will find that a drill is 
required of such size as will be a snug fit in the No. 20 hole. Referring 
to the No. 20 hole you will note that it has the decimal .161 under it. 
This is the dia. of drill to use, in thousandths of an inch, and is proper 
size for tapping, to insure a full thread. 

Suppose, however, that in this particular job you were fastening 
a bracket or brace to the frame of chassis, then it would be necessary 
to drill a large enough hole through the bracket so that the screw would 
pass through it (as there would be no threads required in this piece.) 
Referring to column No. 3 (body size of cap screw) you will find the 
proper size drill is the one that is a snug fit in the No. 9 hole and that 
the decimal size is .196 (196 thousandths.) By referring to table on 
page 541 of Decimal Equivalents the nearest size of these drills in 64ths 
can be found. 

Note—In selecting a drill to drill a hole (whose dia. is expressed in 
thousandths) always select the nearest size to it, preferably a size or 
tAvo larger. As an example take the decimals above—the first one was 
161 thousandths, referring to the table on page 541, you will find that 
the nearest decimal to this is 171 thousandths this is equivalent to a 
ll/64ths drill. The second decimal was 196 thousandths and we find 
that the nearest size to this is 203 thousandths, equivalent to a 13/64ths 
drill. If you select a size smaller instead of larger, you run chances 
of breaking the tap when trying to cut the threads, especially in hard 
or very thick metals._ 


HART NO. 283-A—Micrometer Calipers—continued. Thickness Gage. Tap and Drill Gage. 

3ee also, pages 541, 698 for Thousandths Part of an Inch and pages 703 and 706, for Tap and Drill sizes. 



























































































700 


DYKE’S INSTRUCTION NUMBER FORTY-SIX-C. 



I l|l|l|l|l|l|J|lj!|l|l|l|ljl|f|! 

-r . . -4 THE l_S STARRETT CO 

Tempered N? 4- y athol. mass u s a £ 


NQ 300 



*9 




Fig. 18—A machinists steel rule or scale—These rules 
are of thin tempered steel and come in lengths from 2 to 
24 inches long. The popular size is G inch, with gradua¬ 
tions reading 64ths and 32nds of an inch on one side 
and lfiths and 8ths of an inch on the other side. They 
can also be obtained graduated in lOths of an inch, also 
in millimeters as shown on page 540 and 541. 

Fig. 20 — American 
standard wire gauge 
adopted by the brass 
manufacturers Jan. 1858. 
There are various gauges 
on the market, (some 7 
or 8) and a gauge that 
meets the universal 
needs, is the kind to 
buy. This gauge will 
answer for all ordinary 
measurements. Decimal 
equivalents stamped on 
the reverse side. 

Note— Measurements, 
are taken in the slots 
near the outer edges and 
not in the holes (as 
would appear.) 

Fig. 23—Screw pitch 
gauge for determining 
the number of threads to 
the inch on bolts, taps, 
etc. The shape of the 
blades make it applica¬ 
ble also for inserting in 
nuts and bolt holes. Sizes 
and decimal equivalents 
stamped on each blade. 
This particular tool is 
made in pocket knife 
form, (see fig. 2, chart 
286), showing how used. 






Machinist's Cold Chisel 


Cape Chisel 


SoW Panel) 


&idQu*i ( 


Center PudA 



Fig. 24—The best way to 
buy chisels is in sets. 


Chisels and Punches. 

A center punch is used 
to runch center marks in 
metal parts to be drilled, 
giving the drill a center to 
start in and for reference 
marking, etc., see lower il¬ 
lustrations, page 707. 

Chisels are made in 
many forms. The most 
popular is the cold chisel 
which is used for cutting 
metals. A cape chisel is 
next most popular and is 
used for cutting key ways 
and working in narrow 
grooves, channels, etc. 

The diamond point chisel 

is shown in chart 2S6-B. It 
is used mostly for grooving 
in close places where a cape 
chisel could not be used. 

Other popular chisels are 
round nose or gouge, used 
for cutting oil grooves in 
bearings and chipping out 
broken bolts or pipe threads 
from fittings. An assort¬ 
ment of small chisels and 
punches shown in fig. 24. 



N04M 

L0C( V lnfi >M»MUTr b, 

1 


Fig. 25—A scriber—used for scribing fine lines on 
planed surfaces of iron or steel, such as timing marks on 
fly wheels, etc. Points are of tempered tool steel. 


1 1 -• 


14 1 l \(J 1 

K 




J 

( 


Fig. 19. A 
pocket slide 
q rule, also call¬ 
ed a caliper 
rule —usually 
made in 3 in. 
lengths. Grad¬ 
uated i n 


side, and in 
64 th 8 on the 
other. Handy 
for measuring 



sheet or bar stock, wire, tubing etc. 


Fig. 21. 
Spirit level 
used for lia- 
ing up pis- 
JMtons, connect- 
33 ing rods, etc., 
when used in 

conjunction with a steel square. (see chart 
261) also used for finding grades as shown 
on page 539. 


+F i g. 22. 

_Speed indica- 

mms? tor, or revolu¬ 
tion counter 
as it is some¬ 
times called, 
is a necessity 
in high speed 
work. The dial can be set at the 0 mark 
and when timed with a watch for a minute 
or fraction thereof, will give the total re¬ 
volution made by the crank shaft, line shaft, 
motor or generator. 



Dividers Calipers. 




Fig. 5—Di¬ 
viders are 
used to lay off 
circles and 
distances on 
metal, (see 
chart 286-B.) 

*Fig. 6—In- 
si d e calipers 

are used for 
measuring in¬ 
side diame¬ 
ters, such as 
cy limders, 
bearings, etc. 

Fig. 7—Outside calipers are used for meas¬ 
uring exterior diameters such as drill taps, 
etc. The caliper is adjustable and after 
measurement is taken the points of caliper 
are placed on a rule or scale to find the 
measurement in inches or fraction thereof. 

Caliper dividers are made with and with¬ 
out springs—the spring is an advantage in¬ 
asmuch as when once set they retain their 
setting. The non-spring type is shown on 
page 614. 


Fig. 5. Fig. 6. Fig. 7. 


/o 


1 5 St 

iJfliU *i|lM UUAjwwn 1 


Fig. 29—A hook rule for measuring diam¬ 
eter of flanges or circular pieces, through the 
hubs of pulleys, setting calipers or dividers 
etc. 



.J.TS2! —— 


r 


Fig. 26—Double point scribers threaded to 
screw into the holders and knurled for finger 
grip. 


CHART NO. 284—Measuring Instruments, Chisels and Punches. 

*See page 649 for micrometer calipers for measuring outside of pistons and inside of cylinders. tMethod of 
using this indicator is to place end into a recess, which is usually at end of all shafts. A* watch is held in one 
hand and number of revolutions per minute is shown on indicator. 






















































































701 


IIOW TO USE TOOLS AND MAKE REPAIRS. 







ROUND HEAD 
STOVE BOLT 




MANUFACTURES 
STANDARD 
MACHINE BOLT 


HEXACON HEAD 
CAP SCREW 


ROUND OR 
fj LUSTER HEAD 
CAP SCREW 


HEAD 
CAP SCREW 


ROUND HEAO 
OR BUTTON 
HEAD CAP SCREW 


TAPER PIN 


CARRIAGE BOLT 


Round Head. 



Flat Head. 



Fillister Head. 
; j _,i Machine screw 

pin 


Fig. 1—Illustrations showing the different kinds 
of bolts and screws. The square head cap screw is 
seldom used, (see chart 247-DD.) 



Fig. 2. 


Fig. 2—A hex¬ 
agon nut. 

Fig. 3 — A 

‘ ‘eastel lated" 
nut. The castel¬ 
lated nut is also 
hexagon but nut 
is slotted to take 
a cotter pin to 
prevent it coming 

Fig. 3. loose - 



Fig. 4—U. S. S. (United States Standard) cap 
screw and bolt thread. 


Fig. 5—S. A. E. Standard 
cap screw and bolt thread. 
These exaggerated illustrations 
are intended to show the only 
difference between a U. S. S. 
cap screw and an S. A. E. cap 
screw—which is in the thread. 
Note fig. 5—(S. A. E.) the 
thread is much finer, therefore 
more threads per inch. 

By referring to table 101, chart 285-B, note a 
Vi inch U. S. S. cap screw has 20 threads per 
inch. Whereas a S. A. E. cap screw (table 102, 
chart 285-B) has 28 threads per inch. 

Bolts, Screws and Nuts. 

Nuts are not usually used on capscrews as the cap 
screw is generally screwed right into the metal part. 
However, nuts can be put on to them and they be 
used in place of bolts. 

Bolts always have nuts on them either square or 
hexagon and in most cases the nuts are larger 
than the head and consequently take a different size 
wrench—for instance a % machine bolt has a t-Vie 
inch head and a % nut. Whereas an S. A. E. % 
cap screw has a inch head, (see chart 247-DD.) 

The measurement for the diameter of a bolt or 
screw, is taken just below the head, where the metal 
is full diameter. If measured across the threaded 
part, they will be found to be of slightly less diame¬ 
ter due to the “flat.” (see fig. 3, chart 285-A.) 

U. S. S. & S. A. E. Bolt and Cap Screws. 

The U. S. S. and S. A. E. cap screws are alike 
in all respects, with the exception of the pitch di¬ 



ameter and number of threads per inch. By refer¬ 
ring to table No. 102, chart 285-B, you will notice 
the number of threads to the inch on the S. A. E 
is more than on the U. S. S. (table 101). 

On the auto we find bolts are used on the springs 
and various parts. In fact there is hardly a part 
of the entire mechanism that does not have its quota 
of bolts, capscrews, machine screws or carriage 
bolts (latter used for holding body to frame.) Stove 
bolts are used frequently for fender and drip pans. 


Difference Between Bolts and Cap Screws. 

The difference between a capscrew and a machine 
bolt, is mostly in the method of manufacture. In 
making a capscrew the usual method is to cut off a 
piece of the required length, irom a piece of steel 
cf hexagon shape and of the size required for the 
head, the piece is then turned down to the size re¬ 
quired for the body and a thread cut on it (or it is 
milled.) In making a machine bolt, the stock ia 
cut from a bar of round steel of the required diame¬ 
ter of the body and the head is then formed by a 
process called “upsetting.” The machine bolt *ha» 
a slightly larger diameter head than the cap screw 
but the threads are indentical in both. 

The only difference between an S. A. E. bolt and an 
S. A. E. cap screw is in the amount of thread cut 
on it. The size and shape of head is the same and 
threads per inch is the same. 

The difference between a U. S. S. bolt and a U. 
S. S. cap screw is also in the length of thread and 
the size of head. The thread on a cap screw is 
run down nearly to the head while on a bolt it 
is run down only about V6 of its length. The heads 
differ in that the bolt head is larger than the cap 
screw head and in the former is usually square in¬ 
stead of hexagon. 

The difference between a machine screw and a 
machine bolt is mostly in the shape of the head. 
The screw has either a round or a flat head, but 
never a hexagon head and differs in the further 
respect in that the head is slotted for the reception 
of a screw driver. 

A wrench that fits a U. S. S. cap screw will fit 
an S. A. E cap screw, because the heads are of the 
same size. 

A wrench that fits a U. S. S. machine bolt will not 
fit an S. A. E. cap screw, because the U. S. S. bolt 
head is larger. 

A wrench that fits a U. S. S. cap screw will fit an 
S. A. E. machine bolt, because the S. A. E. bolts 
have the same heads as cap screws. 

A wrench suitable to fit any and all of the above is 
the adjustable S wrench, and open wrenches in sets, 
(see page 611.) 


Studs, Taper Pins and Set Screws. 

Studs are usually placed in the top of cylinders 
with detachable heads. The cylinder head is slip¬ 
ped over the studs and fastened down with hexagon 
nuts. 

They are also used on top of crank case—see page 
64 (E-117). 

Taper pins require taper pin reamers—a reamer 
must always match the pin. (see page 706, for a 
taper pin reamer). Taper pins are used for—lock¬ 
ing collars to shafts (where keys cannot be con¬ 
veniently used), and various other purposes. 

Set screws are usually cut full, so as to fit tight 
in the part to be held. They are either pointed er 
cupped at their lower ends and are either square 
headed or slotted. In using, set up tight and tap 
them directly on top with a light hammer, then 
tighten again. This will set the point or cup in 
the shaft. The threads are always U. S Standard. 

When driving out bolts that are to be used again 
strike the hardest blow you can and use a heavy 
hammer. Light blows and the use of a small 
hammer will upset or rivet the bolt. 


CHART NO. 285—Different Kinds of Bolts and Screws—also see pages 611 and 612 for wrenches, 
238 for spark plug sizes and wrench sizes, 239 for spark plug gaskets. Page 611, gives the 
sizes of S. A. E. screws and bolts. 








































702 


DYKE’S INSTRUCTION NUMBER FORTY-SIX-C. 




Fig. 1.—The sharp V thread (U. S. S.) 

Fig. 2.—Whitworth’s standard (oval). 
Note thread does not come to a point 
either top or bottom. 



Fig. 3.—The U. S. 
S. (United States 
Standard) and S. A. 
E. thread. Note the 
flat at top of thread. 
This is also called 
the A. S. M. E. 
thread. 


Fig. 5. — Ex- 
*PITCH-4THE_ plain s the mean- 
ing of “pitch,” 
“angle” and 
“flat.” The pitch 
is the distance 
from one thread 
to another. The 
“angle” is the 
degree of slope 
and is usually 60° 
except Whitworth 
which is 55°. The “flat” is the top of 
thread coming to a flat instead of to a 
point. 

Brigg’s standard thread which is only 
for pipe, is oval like the Whitworth. 



Fig 6. — T h e 
number of threads 
to an inch can be 
measured as here 
shown, or with a 
screw pitch gauge 
as per fig. 6, 
page 705. 

Fig. 6. 

The pitch is the number of threads per 
inch, 

A screw pitch gauge (fig. 23, chart 284) 
is a quicker and more accurate method 
for finding the number of threads per inch. 




merely to explain its meaning.) 

Threads. 

The two principal threads the repairman or mechanic should 
familiarize himself with, are the bolt thread and the pipe 
thread. A little study and use of the various sizes will en¬ 
able him to know the particular kind and size by merely look¬ 
ing at it. A comparative difference in size between a bolt 
tap and a pipe tap is shown in figs. 14 and 15, page 704. 

Note how much larger a % pipe tap is than a % bolt tap. 
This is due to the fact that a % pipe is measured on the 
inside and twice the thickness of the metal (of which the pipe 
is made) must be added to the %" to get the diameter re¬ 
quired. In the bolt tap the measurement is taken on the 
outside, consequently the tap is of practically the same diam¬ 
eter as the bolt. 

U. S. S. and S. A. E. Used Most. 

♦The threads most commonly used in this country are the 
United States Standard and the S. A. E. formerly A. L. A. M. 
This latter is the standard adopted by the (Society of Auto¬ 
mobile Engineers) for automobile work. 

The diameter and angle of the S. A. E. thread is the same 
as the U. S. Standard, the only difference being in that the 
S. A. E. thread is of finer pitch (see fig. 5, chart 285), or 
more threads to the inch. Take for instance a U. S. stand¬ 
ard J /4" screw, it has 20 threads per inch, while a Va. " S. 
A. E. screw has 28 threads per inch (see tables 101 and 102, 
chart 285B). This finer thread has been found by experi¬ 
ence and tests to have several advantages over the coarse 
U. S. S. thread in auto construction, one of which is the in¬ 
cessant vibration to which a fast moving automobile is sub¬ 
jected to. A nut with fine threads takes more revolutions or 
turns to remove it than one with coarse threads and the 
chances are that were the threads coarse the nut would be 
far more apt to be lost, whereas the fine thread nut with the 
same number of turns would be only loose. There are various 
other reasons, of as much or more importance which led the 
manufacturers to adopt this finer thread. 

The fine thread is nearly always used where hardened ma¬ 
terial is employed (as case hardened) and the coarser thread 
where soft material—as aluminum, brass, bronze, etc. 


Other thread standards used somewhat in this country (although they are made principally for foreign 
business) are the Whitworth Standard (fig. 2) and the Metric or French Standard (not illustrated). 


♦Pipe Threads. 

The Briggs Standard (table 103) is for pipe work only and has no connection with screw work. 

Pitch of thread; by this is meant the number of threads per inch, or the distance from the top of one 
thread to the top of the next. This pitch is always the same for the same size bolt, nut, tap or die of 
the same standard. • 

To Find the Pitch or Threads Per Inch. 

To find the pitch of a screw when a thread gauge is not convenient, place a scale on the screw (fig. 6) 
so that the end of the scale is opposite the top point of any thread; count the number of spaces under 
the scale between the threads, for a distance of one inch, viz.: There are eight spaces underneath the scale 
in one inch, therefore, the screw is pitch or eight threads per inch. Another method is to place the 
scale as shown in fig. 6, and count the top of the threads for a distance of one inch, omitting one thread. 
The reason for omitting one thread may be seen by following the two dotted lines drawn from the top 

point of the first and 9th threads; count the number of complete threads between the dotted lines at the 

bottom of the screw, and you will find it to be eight. 

Pitch angle; by this is meant the angle or degree of slope that the sides of the individual threads 
have and is always 60° in the various standards with the exception of the Whitworth which has 55°. This 
angle clearly shown in fig. 2. Flats: see fig. 3—note U. S. S. and S. A. E. use this thread—but while the 
angle and flat are the same, the S. A. E. is of finer pitch or more threads per inch. 

In tables 101 and 102, chart 285-3, a tabulation of sizes and threads per inch, from %" to 1" for 

U. S. and the S. A. E. standards, also the drill size to use for drilling a hole preparatory to tapping or 
cutting the threads is given. 

Root Diameter Determines Drill Size. 

Root diameter; means the diameter of the bolt measured from the bottom of one thread to the bottom 

of the thread diametrically across from it and is the measurement that must be taken into account when 

figuring the working strength of the bolt and is the diameter that gives you the drill size. 

In practice the drill size is a little larger, so that after a thread is cut it will be found that it is 

not really a full thread, but is full enough for all practical purposes if drill is not unnecessarily large. 

♦The sharp V-thread, fig. 1, with its razor like edge, is a thread the manufacturers do not favor. The flat 
thread, fig. 3, is .the one favored. 

tThe length of a thread on a cap screw is more than on a bolt. 


CHART NO. 285-A—Threads; Different Blinds. How to Find the Number of Threads per Inch, etc. 

*See page 608 for outside and inside dimensions of pipes. 































HOW TO USE TOOLS AND MAKE REPAIRS. 


703 


TABLE NO. 100. 

S. (United States Standard) or A. S. M. E. (American Society 


Size of tap and drill to use for U. 
of Mechanical Engineers) —screw thread. 

•j** 15 *'. 811 d sixth column gives the size tap designated in numbers; Second and seventh colu mn, the 
outside diameter of tap; Third and eighth column the number of threads per inch; Fourth and ninth column 
the size drill expressed in decimal parts of an inch; Fifth and tenth column the number, or size of drill 
which is necessary to drill the hole for the tap. > 

Example: suppose, on the tap the numbers 14-20 appeared. This would mean that the tap number 
was 14 and 20 is the number of threads per inch. Therefore by referring to the sixth and tenth column, 
the size tap to use would be No. 14 and the size drill to use for this tap would be No. 10 drill which is 
.1932 inch diameter, see page 706 explaining drill numbers and page 705 explaining tap numbers. 

Note—A *4 inch S. A. E. tap is larger in dia. 


Size 

r f 

1 ap 

Oul- 

sidc 

Diam 

Threads 
per Inch 

Nearest Com- | 
mercial Size Drill 
producing 75% 
depth of thread 

Size 

of 

Tap 

Out¬ 

side 

Diam 

Threads 

per Inch 

Nearest Com¬ 
mercial Size Drill 
producing 75% 
depth of thread 

Inch 

Decimals 

Com¬ 

mercial 

Desig¬ 

nation 

Inch 

Decimals 

Com¬ 

mercial 

Desig¬ 

nation 

0 

060 

80 

0478 

% 

9 

177 

24 

1364 

29 

1 

.073 

72 

0595 

53 

♦ 10 

.190 

32 

.1610 

21 

1 

.073 

64 

0577 

54 

10 

190 

30 

1575 

21 

2 

.086 

64 

0707 

50 

+ 10 

190 

21 

.1496 

25 

+2 

086 

56 

0686 

53 

12 

216 

' 28 

.1812 

14 

3 

099 

56 

.0816 

45 

+12 

.216 

24 

.1754 

16 

+3 

.099 

48 

0786 

47 

14 

242 

24 

2014 

7 

4 

.112 

48 

.0916 

42 

+ 14 

.242 

20 

1932 

10 

4 

.112 

40 

.0876 

43 

16 

268 

22 

.2237 

1 

+4 

122 

36 

0849 

44 

16 

.268 

20 

2192 


5 

.125 

44 

.1028 

37 

18 

.294 

20 

.2452 

D 

5 

125 

40 

1006 

38 

18 

.294 

18 

.2398 

C 

5 

125 

36 

.0979 

40 

20 

.320 

20 

.2712 

1 

6 

.138 

40 

.1136 

33 

+20 

:320 

18 

.2658 

H 

6 

.138 

36 

1109 

34 

22 

.346 

18 

.2918 

M 

+ 6 

.138 

32 

.1075 

36 

22 

.346 

16 

.2851 

K 

/ 

151 

36 

.1239 

%" 

24 

.372 

18 

.3178 

O 

7 

.151 

32 

.1205 

31 

+ 21 

.372 

16 

.3111 

%6" 

7 

151 

30 

.1185 

31 

26 

.398 

16 

.3331 

R 

8 

.164 

36 

.1369 

28 

26 

.398 

14 

.3284 

21 du" 

irS 

.164 

32 

.1335 

29 

28 

.424 

16 

.3631 

U 

8 

164 

30 

.1315 

30 

28 

.124 

14 

.3544 

T 

9 

177 

32 

.1165 

26 

30 

.450 

16 

.3891 

25 ^" 

9 

.177 

30 

.1145 

27 

30 

.450 

14 

.3804 

V 


than a U. S. S. 3 /4 inch tap, due to the difference 
in the root diameter of the bolt or screw, see 


producing 7o% page 702 explaining root and basic pitch, 
depth of thread „ 

How drills are designated; refer to table No. 
106, page 706 which explains how certain 
sizes of drills are lettered instead of numbered 

etc 

TABLE NO. 103. 

Tap and drill size for pipe threads. This table 
gives the size drill to use for a certain size pipe 
tap. The Briggs standard is the one used in 
this country. Note the threads on a % inch pipe 
tap are 18 to the inch, whereas on the S. A. E. 

(table 10 2) 


Size Tap 

Inches 

BRIGGS STANDARD 

Thread 

Drill 

Vi 

27 

2l A 

14 

18 

27 4 

Vs 

18 

9 Ae 

T A 

14 

"A 

% 



H 

'14 


Vs 



1 

ny 2 

IVs 


there are 28 


Table No. 103. 


Note: A common nut, drilled out so that it only contains 
50 % of a full depth thread will break the bolt before it will strip. 

A 75% depth of thread yields an ample margin of safety 
(2 to 1) and is economical in tapping. 

A full depth of thread in a common nut is only about 5% 
stronger than a 75% depth of thread; yet it requires three times 
the power to tap. 

TABLE NO. 101. 

Tap and drill sizes for U. S. S. threads—This tables gives the diameter of tap 
and threads per inch and size drill to use (expressed in common fractions) 
for the tap. The diameter of the tap expresses the screw size. For instance 
a *4 inch tap is for a *4 inch screw with 20 threads—therefore the size drill 
to use would be %6 inch, etc. 

Example: To find what size and number tap to use for a *4 inch U. S. S. 
bolt with 20 threads to the inch. First find the decimal equivalent of ^4 inch 
(page 541.) % inch is equal to % inch, so by looking in column under head¬ 

ing of 8ths, you will find that *4 or % is equal to 250 thousandths or point 250. 
Referring back to (table 100) find the nearest decimal, this will be found in 

column No. 7 and can be either .242 or .268 so you could use either a No. 14 

or a No. 16 tap . t 

To find what would be the number of the drill for a *4 inch U. S. S. tap, 20 
threads to the inch. Proceed as in the previous instance, first find the deci¬ 
mal equivalent of M inch. This you have found to be 250 thousandths. The 
nearest decimal to this is in column No. 7 and can be as before, either .242 or 

.268 and the proper drill corresponding thereto is found in column No. 10 and 

can be either a No. 10 drill or a %2 inch drill. You will notice by referring 
to (table 101)—th.“,t a inch drill will also answer, t 


■S. S. (table 
101) there are 
20 threads per 
■inch. 


The diameter 
of a pipe tap is 
larger than a 
stated sizd of 
any other tap— 
see page 704 
explaining why. 


TABLE NO. 

102 . 

Tap and drill 
size for S. A. 
E. This table 
gives practical¬ 
ly the same informa¬ 
tion as table No. 101 
—but for S. A. E. cap 
screws. The first col¬ 
umn gives the size tap to 
use, second column, the 
number of threads to the 
inch (pitch) ; the third 
column, size drill to use. 

To find what number 
of tap would be required 
or the number of drill, 
would be the s,ame proce¬ 
dure as in table 101. The 
diameter of drill and tap 
would be the same as for 
the U. S. S. but the num¬ 
ber of threads per inch 
would be greater, as 
would also be the root 
diameter. A comparison 
of the two drills for the 
taps for instance will 
make this clear. 


Diam. 

Tap 

in 

„Ins. 

Thds. 

per 

inch 

Size 

of 

Drill 

Ins. 

Diam. 

Tap 

in 

Ins. 

Thds. 

per 

inch 

Size 

of 

Drill 

Ins. 

Diam. 

Tap 

in 

Ins. 

Thds. 

per 

Inch 

Size 

of 

Drill 

Ins. 

A 

20 

A in- 

% 

12 

n 

i A 

7 


A 

18 

A in- 

A 

11 

33. 

6 4 

m 

6 

Hi- 

A 

16 

% in- 

1 3 

16 

11 

H 

i A 

6 

H! 

A 

14 

A in- 

A 

10 

A 




l A 

13 

H in- 

% 

10 

% 




V* 

12 

M in. 

Vs 

9 

61 







15 

T6 

9 

U 







1 

8 

§2 

) 






IK 

7 

a 





Note — The only 
difference it would 
make in using one 
or the other of the 
various drills, would 
be in the fullness 
of the thread. The 
larger the drill the 
less depth of 
thread. You can 
readily see that by 
using a drill too large 
you would cut away 
the metal that should 
go to make the 
thread and on the 
other hand, if you 
use a drill too small, 
you would not bo 
able to enter the tap. 
(See foot note bottom 
of table 100). 


Table No. 101 

*No. 4 drill is % 2 inch. *The %—18 threads is for S. A. E. spark plug. 


Diam. in. 

Pitch 

Tap Drill 

A 

28 

No. 4 

A 

24 

it in- 

Vs 

24 

2 t 

6 4 

A 

20 

A 

A 

20 

A in. 

A 

18 

H 

A 

18 

A 

A 

16 

3 9 

6 4 

A 

16 

4 3 

0 4 

A 

14,18 

5 1 13 

Ct» 16 

i 

14 

5 9 

64 


Table No. 102. 


tin practice it is best to use a la rger size drill, if the exact size cann ot be h ad. 


CHART NO. 285-B—Tables Giving the Tap and Drill Size to Use for U. S. S., S. A. E. and Pipe 

Threads. See page 612 for S. A. E. and U. S. Standard screw and bolt tables and S. A. E. spark plug sizes. 

















































































704 


DYKE’S INSTRUCTION NUMBER FORTY-SIX-C. 



CD 


Fig. 8—Methods of cutting male threads are with 
a die and stock, or on a lathe. When a die and stock 
is used, it is placed in a collet (C) and the collet and 
die (CD) are then placed in a stock (S). This is 
worked over the part to be threaded. The illustration 
shows a die and stock for cutting threads on machine 
screws. 





—— 


Fig. 8-A—A screw plate or gunsmith’s die. It 
cuts threads in the same manner as the one shown in 
fig. 8, but there is no collet. Bicycle dies are often 
made in this form. 



Fig. 8-B—A stock and die for cutting threads on pipe. 

The pipe is held stationary and tool revolved. Note 
projection at bottom to hold die to pipe. 


SECTIONAL VIEW 

Die without Collet collet and die 

Dies. 

The subject of dies is really a part of the tap 
subject inasmuch as where the one is used, the 
other must be used also. The tap cutR a thread on the 
insid© and the die cuts the companion thread on 
the outside. Thus you would “tap a hole’’ or nut 
and “run a die over” a bolt or pipe. 

With dies as with taps, they are divided into two 
classes, pipe dies and bolt dies. 

The better grade of dies are adjustable as to 
size, that is, you can make them cut a little larger 
or a little smaller than “standard.” This will be 
found to be of special value in repair work. 

The solid die is non-adjustable and when worn 
will not cut deep enough, as a consequence the nut 
or fitting is nearly ruined by forcing it on. It 
sometimes happens that a cutting lip is broken off; 
this necessitates the purchase of an entire new die, 
whereas in the adjustable die one can renew—just 
the broken lip—at slight expense. 



Fig. 9—Threads 
may also be cut 
on a lathe, note 
the lathe tool cut¬ 
ting an outside 
or male thread. 

Fig. 12—Note 
lathe tool cutting 
an inside or fe¬ 
male thread. The 

tool is held sta¬ 
tionary. Just the 
reverse of hand 
cutting. 


How marked: Dies are marked as to size, 

threads per inch and whether right or left hand 

thread, designated by the letter R or L. In a 

great many instances it is both necessary and convenient to cut a 

left hand thread and it is advisable to have a few of the most used 
sizes on hand. (A brake rod for instance, where it screws into the 
turnbucklo has a left hand thread). 

Dies and their corresponding taps are so made relative to the di¬ 
ameters at the top and bottom of thread, that when the nut is screwed 

onto the bolt, the extreme tops do not touch one another, in other 

words there is a small space allowed, called the clearance (about .002 
inch.) The real bearing surfaces are the angular sides of the thread. 
This clearance space is accountable for the rust that is found in the 
threads of old bolts and nuts and it is in this space that the 

kerosene soaks in, when applied to loosen up a rusty nut. 

See page 612 for illustration of a set of dies of various sizes 

and also the stocks in which they are used—also tap wrenches. 


euTTEftrigio&c 


mmm 



PLUG OR FOLLOWING TAP 





BOTTOMING TAP 


^ HD"*!. AUIV 1 


i iiiiin m i in mi 11 




Fig. 18—The machinists hand 
taps are explained in the text. 




Fig. 14. A %" machinists tap. 


Fig. 15. A %" pipe tap. 

Fig. 14 and 15 are illustrations 
intended to show the comparative 
difference in size between a % ma¬ 
chinists hand tap and a % pipe 
tap, as explained in text. 


The stock—is the holder for the die while cutting and usually ha* 
removable handles. 

Screw plate set is a term used to express the entire outfit, as 
shown on page 612. Although we have shown fig. 8 as a die and 
fig. 8 A as a screw plate—the term is used as above stated. 

Screw Taps. 

Taps may be divided into two distinct groups; bolt and pipe taps. 

Machinists hand taps are used for cutting internal threads in metal 
and are usually bought in sets of 3, viz: taper, following, and 

bottoming. 

Pipe taps are used for cutting threads in pipe fittings and cutting 
threads for the insertion of pipes, pet cocks, drain plugs, etc. (see 
fig. 15, also table 103, page 703. See also, page 608. 

The taper tap: (fig. 13, also No. 1, chart 286) so called owing 

to its sides being tapered is the one first used after hole is drilled. 
This is in reality a roughing tool and does not give a full thread unless 
run all the w-ay through. It is used for open work such as the truing 
up of the threads in a nut and also for tapping various parts of the 
chassis. 

The following tap: (fig. 13, also No. 2, chart 286) is next used and 
in the majority of cases is all that will be required to finish the tapping 
process. Where tapping is done in solid metal, this is the one generally 
used. If threads are desired, clear to the bottom of solid work, then 
the bottoming tap is used. 

The bottoming tap: (fig. 13. also No. 3, chart 286.) In many 

instances, the thickness of the metal is such that a tap cannot be run 
in far enough to cut a complete thread all the way to the bottom of 
the hole, it is therefore necessary to use the bottoming tap. There i> 

no taper to this tool, consequently it cuts full size from start to 

finish and thread must be started with one of the other taps first. 

Flutes: This term applies to the grooves cut in the sides of taps for 
the reception of iron cuttings or chips and any foreign matter that 
might be present whilst cutting. It is the almost universal practice 

to make taps with 4 flutes, as shown in end view, fig. 2, chart 286, thi* 
makes it convenient to caliper the diameter—which otherwise could 

not be so easily done if there were 5 or any other odd number of flutes. 


CHART NO. —Cutting Threads. Stocks and Dies. Taps. Comparison of Bolt and Pipe Taps. 

































































HOW TO USE TOOLS AND MAKE REPAIRS. 


705 


—continued from page 704. 

U. S. S. & S. A. E. Taps. 

Sizes of tap: After proper size hole is drilled, 
it will be then in order to get the proper size and 
standard of tap necessary to cut the thread. Sup¬ 
pose you wished to tap a hole to fit a %" S. A. E. 
SC ii e ^j’ y° u drilled the hole of such size as 

called for in table 102, page 703, you would have 
used a inch drill, therefore you would call for 
a 8 inch S. A. E. tap. If the bolt or stud was 
the U. S. Standard % inch size, use a inch 
drill as per table 101. (Note that the S. A. E. tap 
is & inch larger than the U. S. S.) page 703 and 
use a % inch Standard tap. If, on the other hand 
you are working on a % inch pipe job instead 
of a bolt job, you would have used a inch drill 
(see table 103, page 703) therefore use a % inch 
pipe tap. Notice that the drill used for a % inch 
pipe tap is nearly twice as large as that used for 
a Standard bolt of the same size, see figs. 14 and 
15, page 704, for relative size. 


Taps How Marked. 

You will find on all taps, at least 2 marks; they 
refer to the diameter and the threads per inch. 
Thus, a tap marked (*4-20 or 28) will de¬ 
note that the tap is for % inch size nut or hole and 
has 20 or 28 threads per inch. The (%-20) is a 
U. S. S. tap and the (^ -28) is an S. A. E. tap. 

A great many taps are marked with a number 
instead of a fraction thus, (14-20) this means that 
the number of the tap is 14 and the threads are 
20 to the inch. In (table 100, page 703) is shown 
a complete list of tap numbers from 0 to 30. Those 
marked with a + mark are the sizes most used for 
ordinary work. The table also gives the proper 
size of drill to use with the various taps. The 
dimensions are given in thousandths of an inch. 
By referring to table on page 541 of “Decimal 
Equivalents’’ you can get the proper size in frac¬ 
tions of an inch. 


When tap caught, sight or use a square (fig. 
3) to see if it is true; and if not, turn the tap 
backward, and then forward pressing in the di¬ 
rection required to straighten on the forward stroke 
only. 


4 




*0 1 HO 2 NO 3 


Start the taping with a No. 1 tap, or “taper tap” 
followed by the No. 2 or “following” tap, and if 
threads are desired a little large, or particularly 
clean, and to the bottom of a hole, then use the 
“bottoming,” or No. 3 tap. (See page 704 for 
meaning of “taper”, “following” and “bottom¬ 
ing” taps.) Fig. 1, above shows the three taps. 

Lard oil should always be used on taps, or dies, 
never a mineral oil. 

Brass or cast iron requires little oil; steel, a 
continued application, and the tap should not be 
forced during the cutting. If the tap sticks, back¬ 
ing off, and starting over will usually permit the 
tapping to be done with little exertion. 

Several methods are commonly employed to make 
a tap cut oversize. One is to pack the groove with 
cotton waste; another to place a thin strip of cop¬ 
per or brass over one cutting lip, and another to 
place the tap in boiling water, and cut the thread 
while the tap is still hot. Of the three, the first 
is perhaps the best method. 


Tap Sizes. 

Sizes of numbered taps: Taps from No. 1 to 30 
run from to fr in* outside diameter, varying 
approximately by 32nds. 

Numbers above 30—are marked according to 

the size and thread; for instance a % inch tap 
(U. S. S.) would be marked (^-13), meaning % 
inch size and 13 threads to the inch. When taps 
are marked in this manner they run from Vz inch 

to 1 inch, varying in -fa of an inch sizes or frac¬ 

tional part of an inch. 

Size taps most used—a set for small work; 

would be from No. 1 to 14 (page 703, table 100), 
which runs from ^ to % inch with variations by 
sixteenths, then from % to 1 inch, varying in eighth* 
of an inch. Taps are seldom used over 1 inch for 
general auto work. 

*Special Taps for Spark Plugs. 

For regular y 2 inch size (fig. 4, page 238), with 
14 threads per inch, use the regular standard V 2 
pipe tap and a drill inch (see table 103, page 
703.) 

For S. A. E. 7 /& inch size with 18 threads per 
ineh. use the S. A. E. % inch “special spark plug 
tap.” Note by referring to table 102, page 703, 
that the standard % S. A E. screw tap has 14 
threads—and the S. A. E. spark plug has 18 
threads. It is for this reason that a special tap 
is required. A 1$ inch drill is the proper size to 
use. 

The metric 18 m. m. size uses the metric IS m. 
m. spark plug tap. (French Standard). 

See page 612 for S. A. E. spark plug dimensions, 
and 239, 607 and 717 for spark plug gaskets. 

How To Use Taps. 

Before using a tap, the hole must be drilled 
to the proper size, as given on page 703. Never 
use a monkey wrench or an S wrench unless in a 
tight corner—as there is a liability of breaking 
the tap. 

Get the work perfectly level and rigid before 
starting the tapping—and start tap true. 



Fig. 4—The tap should be started square, and 
with even pressure on each arm of the * 'tap 
wrench''. 



Fig. 5— A large tap and reamer wrench (fig. 4) 
should never be used for small taps. Use the Bmall 
“hand-tap-wrench” illustrated in fig. 5. 

Fig. 2—End view of a regular type (4 flute) 
tap. See last paragraph, bottom of page 704 for 
meaning of “flute”. 

Fig. 6—Illustrates a screw pitch gauge, similar 
to fig. 23, page 700. 


CHART NO. 286—How to use Taps for Tapping Threads. Screw Pitch Gauge. 

(Motor World.) *See also, page 612. 























































































70S 


DYKE’S INSTRUCTION NUMBER FORTY-SIX-C. 


STRM6WT 3HW1K FUJTE OKIU. 

—d fl 


Taper Shank Drill 

Tgi wy 1 m——*■ 



Straight Shank Drill 

Blacksmiths’ Drill 






Bit Stock Drill 


Taper Shank Reams 


Taper Arbor 

Taper Shank 


Drill Chuck. 

92 


Drills. 

Twist drills are the kind always used for boring in metal*. 
They are generally made with two flutes or spiral grooves, *or 
the reception of the cuttings or chips of the metal being drilled. 

Flute drills are those having flutes or grooves arranged longi- 
tudially along their length. They are mostly used for soft rnetal 
and are the kind which usually come with hand drills in small 
sizes. 

Shanks—the part that goes into the chuck is called the shank. 

The shanks most generally used for a power drill press are either 
straight or taper. 

Straight shank drills are used in lathes or in drill chucka. 

For instance, where a straight shank drill is desired to be used 
in a power drill press which takes a taper shank only—then a 
taper arbor (B) can be fitted in end of **drill chuck (C) and the 
tapered eud of taper arbor (A) can be inserted in the drill pres*. 
This method is usually employed where the drills are V4 inch 
or less. 

Taper shank drills fit into the drill press without the use of 
drill chucks. 

Taper Shanks. 

Taper shanks on drills vary —therefore, drill presses are usually 
fitted with four sizes of taper shanks as follows: 

For drills Vie to %e" with No. 1 taper shank. 

For drills 3 %i to 2 %2 W with No. 2 taper shank. 

For drills 5 %4 to 1V4" with No. 3 taper stiank. 

For drills 1*%4 to 2" with No. 4 taper shank. 

*How Drills are Designated in Sizes. 

Note table 106. You will observe that in the sizes from IVz" to No. 80— (0.013 or 13/1000ths of 
an inch) the drills are numbered and lettered. The No. 80 is the smallest size. In other words, the 
larger tbe number, the smaller the drill, (see also Drill Gauge, on page 699.) 

Drills from No. 80 to No. 1 (Vtath to Vfonds) do not bear size numbers or letters marked on them, 
but are measured on drill gauges per chart 283-A. 

Drills from No. A to Z (Vi to !%2nds) have their size designated by letters stamped on their shank. 
Drills from Z to lVa inch, tho actual size is stamped on them, as 2 %4 to 1%. 

Comparison of table 106 and table 100. The exact size of a No. 30 drill, for instance as given in ta¬ 
ble 106, is 127 thousandths of an inch and in table 100, 4th column it is given as 131 thousandths. This 
difference is only slight and does not affect the strength of thread. This difference is due to using table* 
of actual drill size (table 100), and table of drill rods (table 106). 

tTABLE NO. 106. 

Drills from No. 80 to 1% inch size. D. E.—means decimal equivalent. 
Fig. 1 —One method for finding For instance, a number 1 drill is .227 (two hundred and twenty-seven 
the size drill to use for tapping, is thousandths of an inch diameter), 
to select one that will be a sliding 
lit In the die which goes with the 
tap. If the drill is too large to 



LfiqU 

^ -TV-- 

f on.l 

oi e or » 

NUt _ 

- 


go into the die (a nut will do just 
o* well) the threads will not be 
full and if it ia smaller than the 
die or nut, the tap will turn so 
bard it will probably break. 

Reamers. 

Fig. 9: Are used a great deal 
la auto work as they enable one 
to enlarge a hole to any desired 
ale* (in thin material) without 
having to resort to any particular 
sine drill. Simply drill a small hole 
and ream it out to size. Tapered 
reamers can be had, that come to 
a sharp point. The one shown in 
fig. 9 is the blunt type. Note— 
don’t confuse a taper reamer with 
a taper shank reamer. See chart 
387, “Reaming a Hole.” 



Fig. 9.—A taper reamer. 


Size 


Size 


Size 


Size 


Size 


drill 

D. E. 

drill 

D. E. 

drill 

D. E. 

drill 

D. E. 

drill 

D. E. 

1% 

1.500 

% 

0.375 

1 

0.227 

27 

*0.143 

52 

0.063 

IVt 

1.250 

u 

0.368 

2 

0.219 

A 

0.1406 

A 

0.0625 

1 

1.000 

23-24 

0.3593 

A 

0.2187 

28 

0.139- 

53 

0.058 

tt 

0.969 

T 

0.358 

3 

0.212 

29 

0.1-34 

54 

0.055 

n 

0.937 

S 

0.348 

4 

0.207 

30 

0.127 

55 

0.050 

n 

0.906 

hh 

0.3437 

5 

0.204 

% 

0.125 

A 

0.0168 


0.875 

R 

0.339 


0.2031 

31 

0.120 

56 

0.045 

u 

0.844 

Q 

0.332 

6 

0.201 

32 

0.115 

57 

0.042 

u 

0.812 

n 

0.3281 

7 

0.199 

33 

0.112 

58 

0.041 

if* 

0.781 

p 

0.323 

8 

0.197 

34 

0.110 

59 

0.040 


0.750 

0 

0.316 

9 

0.194 

A 

0.1093 

60 

0.039 

n 

0.719 

A 

0.3125 

10 

0.191 

35 

0.108 

61 

0.038 

« 

0.687 

N 

0.302 

11 

0.188 

36 

0.106 

62 

0.037 

u 

0.656 

n 

0.2968 

A 

0.1875 

37 

0.103 

63 

0.036 

% 

0.625 

M 

0.2950 

12 

0.185 

38 

0.101 

64 

0.035 

n 

0.594 

L 

0.290 

13- 

0.182 

39 

0.099 

65 

0.033 

A 

0.562 

3 9 2 

0.2812 

14 

0.180 

40 

0.097 

66 

0.032 

hi 

0.531 

IC 

0.281 

15 

0.178 

41 

0.095 

3*2 

0.0312 

V 2 

0.500. 

J 

0.277 

16 

0.175 


0.0931 

67 

0.031 

n 

0.4843 

I 

0.272 

17 

0.172 

42 

0.092 

68 

0.030 

is 

0.4687 

H 

0.266 

U 

0.1718 

43 

0.088 

69 

0.029 

n 

0.4531 

17 

54 

0.2656 

18 

0.168 

44 

0.085 

70 

0.027 

a 

0.4375 

G 

0.261 

lH 

0.164 

45 

0.081 

71 

0.026 

n 

0.4218 

F 

0.257 

20 

0.16a 

46 

0.079 

72 

0.024 

z 

0.413 

E 

0.250 

21 

0.157 


0.0781 

73 

0.023 

hi 

0.4062 

% 

0.250 

A 

0.1562 

47 

0.077 

74 

0.022 

Y 

0.404 

I) 

0.246 

22 

0.155 

48 

0.075 

75 

0.020 

X 

0.397 

C 

0.242 

23 

0.153 

49 

0.072 

76 

0.018 

n 

0.3906 

B 

0.238 

24 

0.151 

50 

0,069 

77 

0.016 

w 

0.386 

if 

0.2343 

25 

0.148 

51 

0.066 

A 

0.0156 

V 

0.377 

A 

0.234 

26 

0.146 

' 


78 

0.015 









79' 

0.014 









80 

0.013 


Shields Mechanics Guide Hand Book. 


CTHAJ&T NO. 286-A—Drills. Straight and Taper Shanks. How Marked for Sizes. Reamers. 

•See chart 285-B for size drills to use for U. S. and S. A. E. taps. 

**See page 616 for a drill and lathe chuck. tThis table is size of drill rods, see above, “comparison of 
table 106 and table 100,” page 703. 


















































HOW TO USE TOOLS AND MAKE REPAIRS. 


707 






Results of improperly ground drills: Fig. 5, 

unequal lip angle; fig. 6, unequal lip length; 
fig. 7, both lip angle and length unequal. 


Few mechanics know how to sharpen a drill or 
how to tell when it is properly sharpened. Four 
factors are essential. They are: 

1-Both cutting lips should have the same angle to 
the axis; otherwise the cutting will all be done 
by one lip and the drill will drill oversize, (i 
fig. 5.) 


- » 


f r 


frig. 9 —M ethod of 
measuring cutting Up 
length 


Fig. 10— Measuring Op 
cnqlM 


FIG. 10 A 


Accurately mark 
off the center distances 
with a pair of steel di¬ 
viders, after first lightly 
prlckpunchtng one center 


_The piece must be clamped 

To the drill table by steel clamps, 
Otherwise the drill will wander, de¬ 
stroying the accuracy of the hole 


2— Both cutting lips should be exactly th© same 
length. Otherwise it will throw the point of the 
drill off-center, causing the drill to cut overzizo. 
(see fig. 6.) 

3— Proper clearance back of the cutting edge. In* 
sufficient clearance causes the drill to drag, cut 
hard and get dull quickly. 

4— The angle of the lips should be about 60° each, 
per fig. 10. 


See page 541, how to read 
angles in degrees. 


6£VtUt> 

IDOE. 

Fig. 11—M ethod of 
beveling cutting Up tc 
cut thin or hard ma¬ 
terial 


*To Sharpen. 

6-Hold the drill lightly against the wheel, as shown 
in fig. 8A, with the cutting lip on the wheel. 
Wheels for drill grinding should be fairly *offt 
and open so they will not clog or burn. The drill 
should be pressed lightly against the wheel amd 
carefully watched to see that it is not burned and 
the temper drawn. Watch the surface from which 
the grinding wheel leaves, as the heat is concen¬ 
trated there, (see pages 696 and 711 for temper¬ 
ing drills and small tools.) 


6-Twist the drill and at the same time throw the 
right hand down in order to grind the proper 
clearance. 


7— Check the length of the cutting lip, as shown in fig. 9. 

8— Check the angles of the cutting lips, as shown in fig. 10 and 10A when 
sharpening it. The best cutting angle is 60 degrees. 

Drilling. 

9— Brass or thin sheet metal may be more readily drilled if the cutting lips 
are beveled, as shown in fig. 11. This prevents the drill from digging in and 
catching. 

10— Always clamp or hold the work being drilled to prevent drill catching and 
breaking, and place a block of wood under the work. 

11— In starting to drill use moderate speed, gradually increasing until the 
best cutting speed is obtained. 

12— When drilling small holes, speed the drill up and go carefully when the 
drill is breaking through the work. This is the point where the drill usually 
catches and breaks. 


13—When drilling large holes, say % in. to % iu. dia., it is better to drill 
a small hole first. 


14—It is advisable to always make a center punch mark in metal to be drilled. 

16—Case hardened steel must first be softened until an even red heat is reached, 
and re-hardened again. 

16- The following are the cutting compounds for the various metals: 

Hard steel—turpentine, kerosene; soft steel—lard oil, machine oil; brass— 
soda water, if anything; aluminum—kerosene; cast iron—none. An air blast 
is a very good cooling medium for cast-iron drilling. 

17— If the drill chips out at the cutting edge there is too much feed, or the 
drill has been ground with too much clearance. A split up the web is caused 
by the same improper grinding. 


Laying Out Work For Drilling. 

The easiest way to lay off work for drilling, etc., on iron or steel is t« 
cover it with a coating of chalk, which permits the lines scribed on the surfaco 
with a steel pointed instrument so as to be readily seen. 

All lines showing the size, location of holes, etc., are scribed out on the 
metal, previously chalked over, as aforementioned, or if on wood, simply 
by a hard pencil, and all centers of holes to be drilled should then be e«n- 
ter punched by a hard steel punch. 


with 


The finished (Jlece. 
the center lines 
scribed 


Left—The piece prepared and ready for drilling. The prick punch 
marks should be made carefully and lightly. —Middle—The groove 

should be made the depth that it is desired to draw the drill, and on the side 
that the drill is to be drawn. —Right—A triangular hole may be corrected 

In the manner Illustrated 






A diamond point should be used 
drawing’ ’ the drill. 


Fig. 8. When drilling a piece of 
thick metal and drill has a tendency 
to bore crooked or off the center, it 
can be re-centered again by cutting • 
groove with a diamond point chiBel on 
the side towards which you wish to 
draw the drill, as here shown. 


CHART NO. 2L80-B—Drills and Drilling. Correct and Incorrect Cutting Lip for Drilling. Lm 
nf Rurine- Dividers for Laying Out Work. Re-Centering a Drill. (Motor World and Electrical Ex¬ 

perimenter.) See page 703 for drill sizes for U. S. & S. A. E. Standard thread. *See page 615, drill grinder. 


How to Sharpen Drills. 

































































708 


DYKE’S INSTRUCTION NUMBER FORTY-SIX-C. 


How 

First, select the file suited for the work— 
see page 613. 

Second, the vise jaws should be about 4 2 
in. from the floor. 

There are three general methods of using 
a file; “cross filing,’ ’ “draw filing” and 
“revolving filing.’ 

Cross filing: Fig. 1 represents the position 
of the file when used for filing flat surfaces. 

The file is grasped 
firmly but not tightly. 
Far end of the file 
may be grasped with 
the left hand, but not 
in such a way as to 
assist the left hand in 
drawing the file for¬ 
ward. The right hand 
will push it forward, and the left hand will 
regulate the pressure desired. 

If the pressure of the hand be equal 
through the stroke, it will be greatest on the 
corner nearest the workman at the com¬ 
mencement, and ©n the other corner at the 
end of the stroke—due to the leverage—and 
will tend to form a curved surface by im¬ 
parting a slight rocking action to the file. 

Therefore the pressure must be greatest on 
the left hand at the beginning of the stroke, 
and as the file crosses the work, must be 
gradually diminished on the left hand and 
at the same time increased on the right 
hand. 



To File. 

Notwithstanding this, it is impossible to 
file truly flat. If the work be examined with 
a straight edge (see fig. 5, page 643), it will 
be found higher in the middle. 

Draw filing: To reduce this high part, 
recourse must be had to draw filing, fig. 2, 

which is the method 
used for filing bearing 
caps, which must be 
filed even or they will 
not fit up snug against 
the opposite member. 
The file is held at both 
ends and is operated 
over the work at right 
angles to the length of the file. In this posi¬ 
tion the cutting stroke can occur on the for¬ 
ward or the return stroke or both. An even 
pressure on each end of the file is necessary, 
and if this is done, there will be little dan¬ 
ger of filing one side more than the other 
and the oscillation which is certain in cross 
filing is done away with mostly in this 
method. 



- — 

draw filing 
r i 


Revolving filing: Is filing done on work in a 
lathe, chuck or in some cases while in a drill press. 
Because of the work revolving at a greater rate 
of speed than the file moves in bench filing, the 
strokes are less frequent, but should continue 
through the length of the file, thereby bringiag all 
the cutting edges into service. Hold file in same 
manner as cross filing in the vise. Do not exert a 
great pressure as in cross filing or draw filing. 
Special “machine files” should be used where 
considerable of this work is done. 


**Reaming. 


See fig. 9, page 706 and fig. 67, page 792 for 
illustration and explanation of a reamer and some 
of the purposes for which it is used. 

For instance, if a steering pin hole is worn out 
of round, per fig. 22, if new parts are not at hand, 


use a reamer to enlarge the 
hole to 1/^2 or Vi6" oversize, 
then turn a new pin to fit 
this size, or fit a bronze bush¬ 
ing in the oversize hole with 
a hole in it to fit the pin (see 
also, page 792). 


<§n 


n* 22—Worn itoorlnj pin 
and rod. 


♦Cutting a Key-Way. 


Key-way cutting with a chisel is an art that re¬ 
quires skill. There are many men who can cut 
a key-way nearly as well as can be done by a 
machine, not so the amateur. The first thing to 
do is to mark out on the shaft the key-way re¬ 
quired, with a line to show the center. It is best 
to drill a series of holes in the shaft to the depth 
of the bottom of the proposed key-way with a 
flat bottom drill. The holes should not be in ac¬ 
tual contact, if they were so the drill would not 


bore straight. Then with a narrow cape chisel, 
chip away the intervening spaces and file with a 
small blunt square file. Allow the file to work up 
to the ends of the key-way. The key must be of 
steel, fitted to bed on the bottom of the key-way 
and tight at the sides. Keys of different sizes (in 
the rough) can be bought at tool shops. The key 
and key-way must be slightly tapered. The key¬ 
way will be found shallowest in the middle; this 
must be worked down, using the edge of a flat file. 


Keys. 



Woodruff. Keys, 
// / 



There are three kinds of keys used on shafts; 
the square key, round and the half disk type, 
called the Woodruff. 

The Woodruff key is used more on automobile 
work. They are the easiest to remove and ap¬ 
ply, but when fitted, the shaft must be milled on 
a milling machine to take this key. (see fig. 26, 
page 709). 

The round key is seldom used because it is 
difficult to remove. If, however, a quick job is 
desired it is the quickest, as a hole can be drilled 
and the round key hammered in (not advised ex¬ 
cept on temporary work.) 

The square key if applied properly can easily be 
removed. 


CHART NO. 287—How To File. Reaming a Hole. Keys. 


*Keyways on automobile work are seldom cut by hand but are milled on a milling machine, or by a special key¬ 
way cutting machine. This explanation is given as a matter of information. **See pages 654, 609, explaining 
how a cylinder is reamed. 


















HOW TO USE TOOLS AND MAKE REPAIRS. 


709 


A Drift, 

I 3 used for many purposes. In this instance it 
is used with square keys. 

If the shaft projects from the boss, a drift 
should be used to prevent damaging the key-way 
by the blows of the hammer. The drift (fig. 2) 
is a steel tool with a hardened nose. They are 
sometimes curved (note the dotted lines), as in 

many cases it is impossible 
to get a straight blow at 
a key. Oare should be 
taken not to burr up the 
end of the key. A piece of 
heavy copper held over the 
end of the key by an assistant will prevent this. 



Woodruff Key-Ways. 

As stated on page 708, the key-way for a Wood¬ 
ruff key must be milled 

i x . 

— S-fcK 




■ D —>4 

5 - 





Fig. 26—Woodruff key¬ 


way 


Fig. 26 shows a shaft 
that has been milled for 
a Woodruff key, with 
key inserted. “X’ ’ 
equals the thickness of 
key. The key should 
project above the shaft 
one-half its thickness. 



Standard key-ways for pul¬ 
leys and shafts; table 107 
shows the recognized standard 
for the depth and width of 
key-way in pulleys. The same 
formula of course may be used 
for the depth and width of key¬ 
way in shaft. 


Table 107. 


Diameter <D> of Hole 

Width (W> of 
Keyway 

Depth t fl ) of 
Key way 

Radii:* 

(R) 


3-8- 

to 


%-16" 

3-32“ 

3-64" 



6-8 

to 


7-8 

1-8 

1-16 

030 


ls-ie 

to 

l 

1-8 

5-32 

5-64 

.035 

t 

3-18 

to 

1 

3 8 

3-16 

3-32 

040 

1 

7-16 

to 

1 

2-4* 

1-4 

•18 

050 

1 

13-16 

to 

2 


5-16 ' 

5-32 

060 

2 

1-16 

to 

2 

12 

3 8 

8-16 

060 

1 

9 16 

to 

3 


7-16 

3-16 

.050 


A list of the 
standard sizes of 
key - ways both 
for pulleys and 
shaft are given. 

The radius (R) 
referred to, re¬ 
fers to the round 
corners on key. 


To Remove Tight Stud. 


^Ssb, FIG. 20 



Fig. 20: A method of remov¬ 
ing a tight stud is to use two 
nuts and lock them, keeping 
wrench on lower nut. 


Removing a Broken Stud. 

Fig. 22 } A broken stud or screw (S) can best 
be removed by a special left hand drill (D) called 
the “Ezy-out,” mfgd. by Cleveland Twist 
Drill Co., Cleveland, O. 

Other methods are — pour kerosene 
around the stud to soak into the threads. 
If a piece of the broken stud stands 
above—the broken part may be removed 
with a chisel and hammer—not a sharp 
chisel, however. A diamond point chisel 
is best. If it will not move, then drill it 
out, using a drill well under size of 
thread. The hole should then be cleaned 
out with a tap, same size as thread. If 
in case of a hardened set screw which is 
broken, then use a blow torch and heat. Another 
method—if broken part projects; saw a slot and 
use screw driver. 



Over-Size Stud In Worn Bolt Hole. 

Use an over-size stud which will make a tight 
fit in top of cylinder stud bolt holes, then, either 
file, bore or ream hole out in cylinder head so it 
will take the over-size stud you are to use. For 
instance, if a inch use a % inch tap and stud 
bolt. If a % inch use a inch tap and stud bolt. 
If a % inch use a % inch tap and stud bolt. The 
holes could be drilled out if you have no reamer. 
Straight reamer would be best. (See Ford Supl ) 

To Remove a Tight Nut. 

Try heating it if it cannot be budged with a 
wrench. Try pouring kerosene on the nut and bolt 
and leave stand for an hour or so. Drill holes in 
nut and split it with a chisel if it will not come 
otherwise. This will save the threads of bolt. 


A Stripped Nut—Will Not Grip. 

Usually the fine thread nut is the one which 
causes this trouble. A method that may be adopted 
is to reline the nut uniformly with soft solder and 
then give it a start on the bolt, and by working it 
down the thread a little at a time, cut a new 
thread inside the nut. 

The soldering part of the operation is simple 
enough, the nut being fastened to a piece of iron 
wire, dipped in the killed spirits, and then held in 
the blow-lamp till hot enough to melt the solder. 
The same process reversed would apply equally 
well to a stripped bolt and nut used to cut a new 
thread on it. 


Home Made Still For Battery Use. 

Fig-* 13-A pan (P) with bottom cut out is turned 
up side down and placed over a gas burner. The 
retort, A, which can be an aluminum pail, is mount¬ 



ed on the opening in pan. An annealed copper 
tube (B) is soldered into a cover over the pail. 
Leave small opening for steam to escape as it is 
not necessary to boil the water in the pail. 

Another receptacle, the cooler, should be sus¬ 
pended at any convenient place or attached to the 
wall. The copper tube (B), bent as shown, or 
coiled, which is better, is run through the cooler 
with projection, to permit a bottle to catch the 
drippings or the distilled water. 

A plug (D) is soldered at bottom and another at 
top, to which is attached a %" hose (E), which 
is connected to a water faucet. Hose (F) leads to 
sink or drain. No pressure is necessary, just 
sufficient water is required to flow from E through 
cooler, around tube B, and out F, to cool the tube 
B. 

Regular hydrant water is heated in retort (A) 

which passes in light steam through tube (B) and 
is cooled as it passes through (B) in the cooler, 
thus condensing into distilled water which is caught 
in bottle. (Motor Age.) 



Fig. 16. The four bolts on the front of the Ford 
transmission can be replaced by one man working 
alone, by inserting the bolts from under the car, 
laying a block of wood on top of a jack and lifting 
the jack till the heads of the bolts are pressed into 
the wood. This keeps the bolts in place and pre¬ 
vents them from turning while the nuts are put on. 

Fig. 17. When the oil pipe T, page 197, of a Ford 
engine is clogged, remove the radiator and take 
off the front gear plate. The cam gear is then 
removed with a puller. This will expose the end 
of pipe and an air hose is connected to it and air 
turned on. blowing the clog out. This saves tear¬ 
ing the engine down. If pipe is clogged, gear* 
will be noisy. 


CHART NO. 287-A—A Drift. Woodruff Keys and Keyways. Removing Broken Studs and Tight 
Nuts. Miscellaneous. 




























































710 


DYKE’S INSTRUCTION NUMBER FORTY-SIX-C. 


Fig. 1. —A 
magnetic 
valve lifter: 

Magnets have 
been used 
many times 
for picking up 
all sorts of 
iron and steel 
parts, but 
their use for 
pulling out valves is unusual. The magnet 
shown is approximately %x3 in. and is capa 
ble of exerting a pull of about 7 lbs., and will 
pull a valve out after springs have been re¬ 
moved. 

A simple tool which will be found of as¬ 
sistance for removing valves that stick badly 
but may be raised a slight amount consists of 
a hook of Bessemer steel wire % in. in di¬ 
ameter. 

Construction of the magnetic valve lifter: 
An old make and break spark coil forms the 
basis of the device. The core is made of a 
bundle of coarse iron wires. The outside of 
the eoil is covered with tape and has a han¬ 
dle consisting of a strip of brass which ex¬ 
tends down the sides of the coil to the end. 



c O/ : 




Fig. 3.—Another mag¬ 
netic lifter — which is 
useful for removing a 
nut which may have 
fallen into cylinder or 
other inaccessible place 
is shown in illustration. 
Simply touching the file 
with the magnet makes 
a magnet out of the file 
(a long rod may also be 
used instead.) 

Fig. 4—Method for 
sawing through tubing. 
Consists of a wooden 
block with a drilled hole 
to receive the tube, 
(from Newsabout Fords.) 



Fig. 6—Vise 
clamps for 
working with 
tubing. Note 
spring tension 
which keeps 
clamps in 
yise when 
jaws are 
opened. 

Fig. 5. 




Fig. 9—To prevent nuts from coming off, various locking 
devices are employed. First one to the left is the well 
known and most used lock washer. The next one is used a 
great deal also, that of using 2 nuts. By holding the top 
one and backing off the lower one slightly, the nuts are se¬ 
curely locked. The next one is also used a great deal 
in connection with castellated nuts. The other two methods 
are used extensively by the Navy department (absolutely 
sure, but expensive.) The lower cuts show a plan view 
of the various locking devices directly above. 


Fig. 10—A stud locking method: It sometimes happens 
that after securely locking the nut on a stud, the stud 
unscrews itself at the other end and is lost. When wired 
as shown in lower cut, this is prevented. 


Fig. 11—You have often heard of I-beam front axles and 
pressed channel steel frames, channel iron, T-head, etc. 



C—End view of a channel section. 
T—End view of a T section. 

I—End view of an I beam. 

A—End view of an angle iron. 

TB—End view of a tubular section. 


Note—Mostly spoken of as “section”; meaning 
section or view from end after being cut in two. 


cross- 


*Fig. 17—A spark plug and lamp testing outfit illus¬ 
trated below is handy for carrying from one part of the 
shop to another, for testing on different cars. Several dry 
cells are placed in a long, narrow box, and connected 



through a double-throw 
switch to the testing term¬ 
inals. One side of the 
switch throws the two types 
of lamp sockets (single and 
double contact, see page 
433) into the circuit, and 
the other side connects the 
batteries through the spark 
coil to the plug testing rests. 
This unit is compact enough 
to be taken directly to the 
job.— (Motor World). 



Fig. 64—A foreman’s desk: System is essential in the 
repair-shop, but because it is system does not necessarily 

require an elaborate equip¬ 
ment . An old packing box 
may be made into a fore¬ 
man’s desk, and a few 
strips of wood and tin may 
be used to construct a work¬ 
men’s time and work card 
filing rack. The blank cards 
are always available, and 
clean. Any of the work¬ 
men’s cards may be seen at 
a glance, and are in order. 
A clock should be hung 
near at hand, so that the men will not have to guess at 
the time—(Motor World). 



Fig. 6. 


Fig. 6.—Vise clamps made of wood, % inch sheet copper and sometimes 
sheet lead. Are useful and necessary where material is to be clamped in 
vise, which would mar its surface otherwise. 

When vise clamps are made of sheet copper or lead—use *4 inch thick_ 

cut to size of vise jaws and bend over top of jaws to support them in place. 

Wooden clamps made of hard wood with holes bored through and then sawn 
across, about %-inch or more being cut away; or they can be cut to a V. These 
latter will take bars or pipes of various sizes without injury. 


1 


CHART NO. 288—Miscellaneous Shop Hints. 

*See pages 418 and 424, for other Electrical Testing Outfits, also 864-H, I, J and K. 























































































How to Make 

High speed steel, usually, should be heated until 
t;ie tip of the tool starts to melt, aud then plunged 
in oil, or buried in common salt until thoroughly 
cool. High carbon steel gives the best results when 
heated to dull red and plunged in oil. (See page 
695.) 



Fig. 2. Steps in making a lathe tool. 
The work should be done during one 
heat. 


Only the tool point proper should be heated to 
the plunging temperature, the heat applied slowly 
at first and then the blast turned on and the point 
heated to the required plunging temperature. 

The tool should be plunged into the oil when 
the heat is increasing, and at the instant the point 
reaches the plunging temperature—dull red—in the 
case of carbon steel; fusing in the case of high 
speed steel. This is particularly necessary with 
high carbon steels, as heating the steel white hot, 
allowing it to cool to dull red and then plunging 
it in oil will make a poor tool. 

High speed steels, after hardening and grinding, 
are ready for use. Carbon steel tools, however, 

How 


Lathe Tools. 711 

must be tempered. This may be done in two ways, 
the best being to plunge only the point of tool in oil 
after heating to dull red, thus leaving some heat 
in the heel of the tool. 

When the point is black, remove the tool and rub 
the cutting edge with emery paper mounted on a 
stick. Watch the point closely and as the heat is 
driven from the heel to the point, the color of the 
surface being polished will turn light straw, dark 
straw and blue. 

When the point of the tool is straw color, plunge 

the whole tool in oil ^nd cool it entirely. The 
other method of temper ag is to cool the tool after 
the first heating, polish the point, slowly heat it 
again until straw color, and then plunge it. 

Almost any grinding wheel may be used tor 
grinding the tool, but caje must be taken ns* te 
draw the temper, or burn the tool. The tool should 
be held lightly against the wheel and frequently 
cooled in water. Grind the tools to the shape de¬ 
sired, following closely as possible those illustrated. 
Finish the cutting edges with an oil stone. 

Fig. 3 shows a tool bit holder and standard set 
of high-speed tools. These are excellent for repair- 
shop purposes, though expensive. Thet shape# 
illustrated will cover a great variety of work, and 
the tool should be changed to suit the work, rather 
than regrinding the tool each time. (Motor World.) 



to Solder. 


A soldering copper (fig. 2) is a wedge-shaped 
block of copper, fitted in an iron fork with a wood- 
.-■ ■=» en handle. To use, it is 

placed in a clear fire, 
or g as or blow pipe torch 

Fi®. 2 — A soldering Iron also call«d (fig. 1) burner till it is 

TOldering copper hot enough to use. 


If the copper is a new one, it must be tinned. 

When hot, file off the scale on both sides and ends 
for a quarter of an inch from the tip, so that the 
metal be clean and bright, dip the nose in the 
soldering fluid for a second, and then apply it to 
the stick of solder. A globule will melt off on to 
a piece of dry brick or tinplate which must be ready 
to receive it. Rub the nose of the copper in this 
solder, which will adhere to it as quicksilver does 
to zinc. The copper can then be used. Copper is 
used because copper readily absorbs heat and will 
retain it longer and give it off again rapidly. 

The soldering copper must not be allowed to get 
red hot, as the tin will be burnt off and the tinning 
process must be repeated. The reader should prac¬ 
tice soldering at leisure. 

In soldering two parts together, it is necessary 
that the contact surfaces be perfectly clean. A 
clean file, scraper, emery cloth or a little acid is 
generally used in cleaning the surfaces. Some¬ 
times, especially in old work, the emery cloth will 
not get a clean surface. A dark spot may be a 
depression; the file must then be used. 

If work to be cleaned is greasy, then clean it 
with hot water and soda. 

After cleaning, the surface to be soldered should 
be warmed, and swabbed with prepared acid; that 
is, muriatic acid which has been prepared by dis¬ 
solving in it as much zinc as it will hold. 

The flux or acid, generally used may be prepared 
in the following manner: To V*. pint of muriatic 
acid, add scraps of zinc, until the acid ceases to 
bubble and a few small pieces of the metal remain. 
Let this stand for a day, then carefully pour off the 
clear liquid, or filter it through a piece of blotting 
paper. Add to this a teaspoonful of salammoniac, 
and when dissolved the solution is ready for use. 


A solution of salammoniac and borax also makes 
a good flux for soldering copper and brass. 


Aluminum and cast iron can also be soldered, 
with a special flux. See page 695 and foot note 
page 712, 713, also write L. B. Allen Co., Chicago. 

Soldering Pointers. 

The melting point of soldering material must be 
lower than article being soldered (see page 599, for 
melting points of different metals). 

Hard soldering or brazing is a term used when 
the soldering mixture is composed largely of copper, 
brass, or silver. Use borax for flux. Hard solder¬ 
ing is best, where material will stand intense heat. 

Soft soldering is the ordinary half and half (V4 
lead and Va tin.) Plumbers solder has 2 parts 
lead to 1 of tin, and is therefore still softer than 
half and half, due to working on lead pipe. See 
pages 715, 789 for solder for radiator repairing, 
known as “50-50” solder. 

Sweating is a term used where the solder is 
applied to a surface to be soldered and then the 

hot iron held on it until it “sweats” or runs in. 

For electrical work use resin or a soldering 

paste, as acid sets up resistance in joint. 

After an iron has been cleaned and heated and 
then rubbed on a piece of “fluorite” the tin or 
solder will spread readily thereon. 




See page 635; “How to oper¬ 
ate a gasoline blow pipe torch.” 
See page 712 for a “brazing 
torch’ ’. 

Fig. 1 —A Blow Torch. Very 

useful around any ?hop. 

A blow pipe torch, fig. 1 is used most, to heat 
the soldering iron and the operation of same is 
explained on page 735. See page 696, for a gas 
heater, which is also suitable. Above torch is a 
“double-jet” type. See page 735 for “single jet”. 


Fig. 3 —The “Baby” Torch 

for light work. Can b&carried 
in the tool box. ^ * 

No air neede<3. 


DOUBLE JET 

Air 

Cu Jet 


CHART NO. 289—Lathe Tools (see also, page 616). How to Solder. (See also, page 695, 714, 715.) 

For radiator work use wire solder with an acid flux core—see page 715. 
























































712 


DYKE’S INSTRUCTION NUMBER FORTY-SIX-C. 


Wiping a Joint. 

Joining two pieces of lead pipe—called 
“wiping a Joint." The pipe is first cleaned 
and prepared, by spreading one pipe a* at 
(A) and pointing the other and ends slipped 
together, shown. The solder is melted in a 
ladle and poured around the joint. A pad of 
canvas or elvet is held in the hand under the 
pipe, as shown, the surface of this being well 
greased with tallow. It need not be more than 
three or four inches square and about one- 
quarter inch thick, and the bottom layer 
may be of asbestos sheet so that there will be 
no possibility of the molten metal burning 
through and injuring the hand of the op¬ 
erator. 

As the molten solder is poured on the pad, 
it is wiped around the joint until it is heaped 
up all around the point of junction, the amount of metal used depending upon the size of the pipe or 
tubing joined. As the metal is applied and wiped smooth with the pad before it has a chance to harden, 
the finished joint has a neat appearance. Note^—Rub the pipe on each side of the joint with a tallow 
candle and the metal will not adhere where it is not wanted. 

While copper or brass pipe may be joined without difficulty by ordinary methods of soldering or braz¬ 
ing, the wipe method is about the only practical way to couple lead tubing. 

Gasoline Feed Line Repair. 



Fig. 1—Preparing to Join two pieces of pipe and 
method of wiping a joint. 


A broken gasoline feed line may be quickly repaired by scraping 
the tube near the break, and winding it for 1 in. each side with clean 
copper wire. The wire should then be heated, covered with soldering 
flux, and sweated together with solder. A solid sleeve is thus formed 
that makes the pipe stronger than originally. 

Gasoline pipes sometimes get loose in the sockets of the unions. 
This is due to bad fitting, and shows there is not sufficient elasticity in 
the pipe; it is too rigidly held. The screwing up of the union strains the 
pipe and the vibration on the road causes the pipe to give way at its weakest point, namely, the soldered 
joint. If the pipe gets loose more than once, it shows there is something wrong. A longer pipe Bhould be put 
in, having a U bend in it or a complete circle to give elasticity. The U bend or circle should lie horizon¬ 
tally, with a drop towards the carburetor; otherwise there may be what is called an air-lock, in the pipe, 
and the gasoline will not pass through, (see page 192, for principle.) 


copper rue in o 



If the carburetor float leaks, (if of metal) it can be repaired with solder. Sometimes it is difficult 
to find the leak, for one method of locating it see page 167. 




Fig. 2. 


Brazing a Flange. 

If it is desired to braze a flange on to a pipe, the flange is placed on 
the pipe and the pipe expanded by hammering till it is a tight fit. This 
is necessary, as it may shift its position in the act of brazing. The 
flange and pipe (A fig. 2) are put in a clear fire in the for^e. Then 
as it gets hot the spelter, with borax, is sprinkled round the joint, which 
melts and finds its way into the space between the pipe and the flange. 
If the reader has a gas or gasoline blow pipe it will make the work 
easier, as the heat can be directed where required from above. When 
cool the superfluous brass is filed off. In many cases it is impossible 
to kee)? the two pieces of metal in the correct places in the forge, there¬ 
fore a pin or rivet must be put in, so that they cannot shift, see page 697. 

For tube bending see next page. 



Brazing Torch. 

*A gasoline brazing torch, for 
brazing, pre-heating and general 
work. Principle of operation is 
similar to that explained on page 
735 of a blow pipe torch, except 
tank and burner (M) are larger. 
75 lbs. of air is put into tank by 
hand pump (P). The tank is a 10 
gallon capacity. 



Fig. 7 — Another 
engine stand: This 
is a simple engine 
stand that will take 
almost any engine. It 
is 2 inch angle iron, 
bent into a U-form. 
and fastened together 
by cross braces. The 
engine side arms rest 
directly on the stand, 
but a cross bar must 
usually be fitted un¬ 
der the front of the 
engine to hold it in place. This stand may also be 
used for rear axle and gearbox work—also see 
pages 605 and 648. 



A Pocketed Valve. 

Fig. 8—Remedying a pocketed valve: When the engine begins to lose com¬ 
pression, one of the first things to be looked at are the valves. . If the exhaust 
valves have become pitted, they must be ground in with emery and oil. This process, 
while it furnishes a ready remedy, when often repeated, will take away a portion 
of the valve seat. Thus the valve will be lowered and lowered, until finally it is 
“pocketed,” and much power is lost because the valve does not open soon 
enough, although the timing might be correct. This difficulty may be overcome by 
cutting away the excess metal, as shown in illustration, thus restoring the vaive to 
normal conditions. (Newsabout Fords.) 




CHART NO. 290—Wiping a Joint. Brazing a Flange. A Home Made Crane. Miscellaneous. 

♦Clayton and Lambert, Detroit, Mich., manufacture brazing outfits. Also Imperial Brass Co.. Chicago. Ill. 

See page 696 for gas heater. See also, page 735 for the method of operating a gasoline torch. 

* To solder cast iron: Clean parts with file until bright, also use muriatic acid. Wash the acid off with water. 
Then use a hot soldering iron and soldering acid (muriatic acid cut with zinc, page 711) so as to clean pores of 
iron where to be soldered. Work must be brought up to the heating point required to melt solder. When work 
is thoroughly cleaned and heated in this manner, cool it with a solution of copper sulphate (copper sulphate dis¬ 
solved in water). This will give a coppered surface. After coating, wash surplus off, then use soldering acid, 
the solder and a hot soldering iron and sweat or run the solder in. (Sheet Metal.) 



































































HOW TO USE TOOLS AND MAKE REPAIRS. 


713 


HAHO 



Fig. 4—Annealing copper tubing. 



Fig. 6—Form for bending tubing. 


^«><EA(.CO PART 



11—To bend wire or rods. 


Fig. 12—Flanging copper tubing; Cop¬ 
per tubing may be readily flared for the 
attachment of unions by the use of a pair 
of lineman’s splicing pliers. The end of 
the tube to be flanged is caught in the jaw 
of the pliers and a punch used to press 


Annealing. 

4 c Fig ' ?i A * mealin g: The tubing used for gasoline, gas lighting etc., 
is usually of copper and is usually hard. It is difficult to bend it 
when hard. The tubing can be softened by heating as shown in fle. 4 
(called annealing*) Iron rods and other metals of like na¬ 
ture can also be softened by annealing, see also, page 695. 

Bending Metal Tubing. 

The problem of bending metal tubing is one that come up quite 
oiten in the motor vehicle repair and construction shop. Often when 
you undertake to bend some of the new kinds of metal tubing you are 
surprised to have it break, even though the usual precautions 
may have been taken to prevent a fracture of this nature. Fill the 
tube with fine sand packed tight, otherwise the walls are very liable 
to break or they are liable to collapse. 

First of all, it is best to determine the character of the composition 
of the tubes. Many tubes of different manufacturers are made and 
finished nearly alike and you cannot very well determine what pro- 
cedure to follow when desiring bends or scrolls in the same. But 
the file test will quickly remedy this. Or even the point of a cold 
chisel will do to determine the nature of the metal, then you can 
work accordingly. * 

« ®~ Bendill S tubing: It is well to anneal the tubing 

first. Then procure several washers, and place side by side until 
thickness of tubing is obtained. Two wood blocks are placed one 
on each side and clamped in tho vise. The blocks serve as guides. 
The tubing is then bent by hand over this form. 

Fig. 6—Another plan to secure a uniform bend is to employ an out¬ 
side mandril on the tube. This consists of a closely and tightly* 
wound spiral of iron wire of about 14 gauge over the tube. This 
distributes the stresses in the operation of bending, and afterwards 
it can be unwound. Small bore tubing can be bent by placing a 
piece of copper wire (a fairly good fit) inside and withdrawing it 

then nfelted out Pi6Ce ° f String solder wel1 greased can be used and 

Fig. 7——To bend small rods and yet leave it circular in form: 
ilrill a hole in a flat piece of iron, fix this in a vise, heat 
the end of the rod—having previously marked the place 
where the bend is to be—insert the hot rod in the hole and 
bend down, using the hammer to ensure a right angle turn, 
not a curve. The hole must be larger than the rod or the 
hot end will not enter. 


the end out the required 
dinarily some one of 
the grooves in the cehtee 
pliers will be found to puucri 
fit almost any of the cop¬ 
per tubing commonly 
used. When this is not 
the case the grooves may 
be readily enlarged by 
an emery wheel. 


amount 

n 


Or- 


COPPE2 OP 
/BEASS TUBE 


*Repairing a Cracked Cylinder. 

Bepairing a cracked cylinder: Welding is best, but if this 

isn t convenient repair with copper as follows: 

Fig. 16 A small hole should be drilled at each end of the 
crack or a little beyond it, for the crack may go further 
than is visible to the eye. A ^4 inch hole should be drilled 
and tapped, and a screw inserted and screwed home, and the 
end filed off flush with the metal. Then a piece of stout sheet 
copper (P) (not less than ^4 2 inch thick) should be cut out, 
covering the crack extending about % inch all around. This 
must be bent to fit the cylinder and fixed down with a number 
of tiq inch or ^4 inch screws. Put a piece of canvas smeared 
with red lead, putty, or thick oil paint under the copper. The 
patch may leak a little at first, but will probably “take up” 
in a few days. 

Plugging is another plan: A very small crack in a cylinder, 
probably caused by freezing of contained water, may be mended 
as follows. Drill a small hole in each end of the crack, and 
tap it for a small copper plug (fig. 3.) Scrape the surfaces 
near the crack until the metal is bright. Cover the crack 
with soft copper filings and melt them in with the blow torch. 
Use a flux of rosin dissolved in alcohol, or simply drill and 
thread the hole, if not too large, and screw in a pipe plug 
tap and saw it off. 

Busting up a small leak in a cylinder; % pound of sal am¬ 
moniac to 1 quart of water poured into cylinder and left stand 
for 43 hours has caused rust enough to form to entirely close a 
small hole. Be sure and wash out thoroughly. Another remedy is 
an “iron .cement’’ secured at supply houses. Cider or vine¬ 
gar will cut rust out of cast iron cylinder water jackets, if 
left standing for two or three days. 

How to Use the Metal Saw. 

The fine-toothed blades should be used for iron and steel and the coarser ones for brass and soft 
metals. For cutting through a brass or steel tube use a fine-toothed blade, as the teeth rip off the 
coarse ones. Before sawing make a true circumferential line round the tube where the cut is desired; 
then, by turning the tube round a little between each cut, the latter will be true and square. The 
broken blades are useful at times for small repairs, as they are readily Boftened. 

Spiral springs; are so readily obtained in a large variety now that it is not often one is at a loss 
for a particular size of spring. The occasion may arise, (and it is worth keeping in mind) that the hand 
drill fixed in the vise makes a first-rate winder for small springs, using a piece of round steel rod as a 
mandril. 





Fig. 16. 


FIG H 


CHART NO. 290-A—Annealing. Tube Bending. Repairing a Cracked Cylinder. Flanging Tubing. 

♦There is a spelter called Peters Metalic Filler which can be used in connection with an ordinary gasoline blow 
pipe torch (or any heat 300° F) for filling up cracked water jackets, cracked cast iron, steel, brass or bronze- 
This can be used instead of brazing and welding on cracks. Write Aluminum Solder Co., Widener Bldg., Phil¬ 
adelphia, Pa. 





























































714 


DYKE’S INSTRUCTION NUMBER FORTY-SIX-C. 


Radiator Repairing. 

Radiators are divided into two classes: tubu¬ 
lar radiators with straight vertical tubes with 
crimped fins, per fig. 5, page 190, and vertical 
tubes with horizontal fins per fig. 1 and 5A, 
page 190. The cellular type repair comprises 
both the tubular type resembling the genuine 
cellular, per fig. 5B, page 190 and the cellular 
type per fig. 4 and 4A page 190. 

To repair tubular radiators, see pages 715, 789. 
To repair cellular radiators, see page 715. 

Equipment. 

Equipment necessary for repairing tubular 
radiators, also for cellular type, consists of the 
following: 

1— Table as per fig. 1 for assembling or disas¬ 
sembling, or a work bench as per fig. 20. 

The latter being designed for Ford radiators. 
This work bench, fig. 20 includes a table of 
which dimensions are given on illustration, 
covered with tin, and racks for turning 
radiators upside down or otherwise. 

2— A test tank as per fig. 2, or as per fig. 20. 
Air pressure is necessary but not over 8 or 
9 lbs., see pages 194, 715, 789 for testing. 



S—A compressor (12) should be provided for the 
air pressure and a hot-water tank can be used 
for an air receptacle with a gauge (8) on 
tank to indicate pressure. This air tank can 
be used for testing radiators as explained on 
pages 194, 715, 789. It can also be used 
for air supply to the torch (fig. 20), in con¬ 
nection with gas. See also, pages 789, 726. 

4 — A gasoline fire-pot torch (7) or a gas furnace 
(fig. 20) must be provided for heating the 
soldering irons. See also, page 726. 


5— Two soldering irons (6) heavy enough to 
convey sufficient heat to the work. The 
iron should taper to a flat point as per fig. 6. 
Long pointed irons, per page 789, are also neces¬ 
sary. 

6— Acid (4), in a stone pot made of commercial 
muriatic acid cut with zinc, that is, zinc is 
placed in the acid and left in it until boil¬ 
ing stops. It is used for cleaning parts be¬ 
fore soldering and as a flux for soldering. 

7— A blow pipe torch (5) must be used, but 
should be of a type which will give a con¬ 
centrated or flooding flame. It is used for 
soldering, loosening or removing sections. 

8— A combined gas and air type torch (fig. 20) 
is necessary. This torch should throw a 
fine needle point flame, (see page 726). With 
such a torch and wire solder, inside core 
leaks, honey-comb radiators and hard-to-get-at 
places can be reached, but a torch of this 
kind must be kept in motion, otherwise part 
will be burned. 

9— Wire brushes (3) for cleaning off rust. See 
also, page 789 for small scrapers. 

10— Metal snips, or shears (9). 

11— Weaver pliers for straightening core mater¬ 
ial, also rods for running through bent tubes. 

12— Rubber plugs (11), %" to 4" di. in %" sizes 
for closing openings in radiators when test¬ 
ing with air. See also, page 789. 

Soldering Pointers. 

Solder: Use ‘‘50-50” solder. It can be secured in 
wire or bar form. See also, page 715, 789. 

Soldering iron should be well tinned. When iron 
becomes so dirty it cannot be cleaned on sal-ammoniac 
it should be filed and re-tinned. To tin an iron, heat 
it, dip into the acid and rub it on a piece of sal-ammoni¬ 
ac, at the same time holding a bar of solder on the 
iron and thus coat its surface with the solder. Or, 
if a pot of molten solder is at hand, dip the iron into 
it. Never permit iron to become red hot. 

To clean old fittings hard to solder, heat the part 
light red and plunge into raw muriatic acid. 

Sweating. When extra strength is desired, seams 
are ‘‘sweated”. Sweating is accomplished by first 

putting the soldering iron 
(fig. 6) on the seam to 
be sweated to thorough¬ 
ly heat the metal. The 
solder is then flowed on¬ 
to and between the 
pieces of metal to be 
united. Then iron is 
again laid on the seam, 
to be sure that the sold¬ 
er flows in as deeply as 
possible. Iron must be 
very hot. 




CHART NO. 290B — Radiator Repair Equipment. See also, page 789. 
(Motor Age). x 
































































RADIATOR REPAIRING. 


715 


Removing the Core of a Radiator For 
Repairs. 

The core of a radiator is all of the tubes or 
cells through which the water flows from the 
upper tank to the lower tank (see fig. 7, page 
188). The core is connected into the upper 
tank and lower tank by projecting into tanks 
and then soldered. See also, page 789. 

The core can be a tubular or cellular type, 
as shown on page 190. In the cellular type 
(fig. 26), the water flows around the cells and 
air circulates through the cells, whereas in the 
tubular type core, the water flows through the 
tubes (fig. 25), and air circulates around the 
tubes. 



When a radiator core is damaged badly, 
the core must be removed. Place radiator 
on repair bench, face down, and unsolder the 
lugs which hold shell to body. Then with a 
torch and a pry bar (fig. 27), unsolder core 
from bottom tank, then unsolder core from 
top tank, starting at lower flange or header. 
The core can then be removed. Don’t hold 
flame in one place too long. 

Repairing Tubes. 

To straighten damaged tubes when core is re¬ 
moved, \i s e a 

Hutu 4 liiiniLT _^ SB! 4 r l 

rnp 

be done on all tubes. 

**When only one or two tubes are damaged, the 
tube can be cut out of service altogether, for in¬ 
stance, see A, fig. 25. Make holes at extreme top 
and bottom of tube and close to header as possible, 
using a prick punch. Flow solder into the hojes 
liberally and let it set until hard. See A, fig. 25. 

water Top Tank Fig. 25. 



FIG.-Jl 


D E 

T D 




FIG. 2 or copptfi fcapuLt 
•>*> ' 

' / SOi.OE.CL 



Sometimes tubes are cut out of service by cut¬ 
ting tube and pinching it and soldering, as shown 
at B, this however, is not good practice, as the 

water will collect and freeze, in winter. 

To splice a tube, see fig. 21. Cut out the dam¬ 
aged part of tube. Select another piece same dia¬ 
meter as piece removed, but slightly longer. Spread 
one end by reaming with a punch or any tapered 
tool, and make other end smaller by making a few 
cuts in it lengthwise, and then compress the end. 
Fit large end D, over end of tube being repaired and 
the other end over other part of tube and solder. 


F< 


Another method, see fig. 22, is to wrap a piece of 
light brass or copper around the injured part of 
tube so that the edges of the patch just meet or 
fail to do so by a slight margin, soldering it. 

A Fin Repair. 

Where the lateral fins of a tubular radiator (Ford 

type) have been removed 
il i Fig.for a repair, a false fin D, 
~29. may be made as per fig. 
29, by folding a %" strip 
of light brass, copper or 
even sheet iron longitudin¬ 
ally upon itself to make 
a double strip %" wide. 
Bridge it across the gap 
in the fin or fins and then 
paint the patched place 
the same color as the rest of the core. See also, 
page 789. 




SOLDI!? ^ 



DEAD SECTION 
TO INSERT 


3olQD?ed 


Fig. 30. Soldering by dipping: In large shops 
the tubular radiator is dipped into a solder bath. 
The parts to be soldered are thoroughly cleaned 
and treated with muriatic acid solution, then dipped. 
The solder naturally will adhere only to the parts 
that are clean. The solder is made of 50 per cent 
lead and 50 per cent bar tin melted together. 

Repairing Cellular Cores. 

The cellular core is removed from the 
tank by melting the solder with a blow pipe 
torch. As inch by inch is melted away, in¬ 
sert a piece of sheet iron between core and 
tank so that when flame is removed the solder 
hardens and core and tank are not reunited. 

♦Inside leaks in cellular cores can be soldered 
with a torch throwing a fine needle flame, 
being very careful to not burn the light metal 
up. Squirt acid or soldering flux on the spot 
with an ordinary oil squirt can. Deposit solder 
on the spot, using wire solder and the blow torch. 
Smooth solder over afterward with a small thin 
iron. A suitable iron for this work may be made 
from ordinary 1 / 4" iron. See also, pages 789, 726. 

To remove a leaky cellular section from core, the 

leaky section is cut out (fig. 31) and all water 
passages into all sides are soldered up. After 
testing, a dummy section is inserted and soldered. 
The cooling capacity will be reduced slightly. 

It is advisable to secule an old radiator core and 
practice soldering it before attempting a repair. 

Solder and Flux. 

Cleaning parts to be soldered is most important. 
This can be done by scraping and also by using 
muriatic acid applied to a cloth attached to a wire, 
if in a close place. 

Soldering flux, which is applied after cleaning 
in order that the solder sticks, is made of cut 
muriatic acid, per page 711. 

Wire solder with acid or flux in the core of the 
solder is best for radiator work. Write Chicago 
Solder Co., 218 No. Union Ave., Chicago. 

Supplies and tools for soldering—see pages 714, 
789, 726. 

Leak Preventatives. 

Slight leaks in radiators and even a crack in the 
water manifold can be stopped by use of some of 
the radiator cements circulated in the water system. 

Some of the manufacturers of radiator cements are 
Woodworth Mfg. Corpn., Niagara Falls, N. Y.; X- 
Laboratories, 630 Washington St., Boston, Mass.; 
N. W. Chemical Co., Marietta, O. See also, p. 789. 


CHART NO. 290-C—Radiator Repairing—continued. See also, pages /14, 3 94, /89. 

**Not necessary to remove core or tear down radiator for slight repairs. Simply force the fins to one side and 
straighten them after the repair. Before making a repair, it is, of course, necessary to test, per pages 194, 789, 
to find out where the leak is and then solder without removing core, if only a slight leak. 

*Not necessary to remove core from radiator shell unless there are several leaks or core is damaged. 














































































716 


DYKE’S INSTRUCTION NUMliER FORTY-SIX-C 



2—Cutting a paper gas¬ 
ket for transmission cover. 



A bottle of shellac is needed 
in every repair shop. 



. A device for cutting circular gaskets 
may be made out of two pieces of steel 
shaped as shewn and fitted with a clamp 
which forms the center. The two cut¬ 
ting members are adjustable, so that 
practically any size of gasket may be 

cut. 



It is difficult to cut holes in gaskeu 
and not have ragged edges. When there 
are a great many holes of a given size to 
be made, it is advisable to construct a die 
consisting of two plates of metal doweled 
together and with a hole or series of 
holes throi^gh which the dies may be 
pushed. The gasket material is slipped 
between the plates, and then the die is 
forced through with a hammer 

Another method is to file a chis¬ 
eled edge on short sections of 
different size iron pipes which can 
be used as punch cutters. 


Cutting Gaskets. 

Perhaps one of the first things at bench work a young repairman is 
taught on entering a shop is that of cutting gaskets. 

The gasket between the base of cylinders and the crank case and 
the cover of gear box, are usually made of paper. 

If care is not exercised in removing a cylinder from the crank 
case, the paper washer or gasket may easily be damaged by part of it 
adhering to the cylinder and another part to the crank case. Should 
the gasket by chance be ruined, a new one can easily be made in a few 
minutea. 


Cutting cylinder bead gaskets: A sheet of fairly heavy wrapping 
paper should be obtained and a hole made just large enough to ac¬ 
commodate the piston. The paper is then rested on the crank case 
and with the aid of a ball-poen hammer tapped all around the edges of 
the crank case. It is, however, best to first mark the holes for the 
holding down bolts and inserting the latter to hold the paper in 
position. 

When making the corners and also the holes for the bolts it ia 
best to use the poen or round end of the hammer. 

It is not necessary to strike the paper a hard blow, only a series of 
slight taps being required when it will be found that the gasket will 
have a n J ece clea. cut edge and conform exactly to the desired shape. 

It does not matter much how complicated the shape of the gasket 
may be for if the above suggestions are followed, making a new one 
will be comparatively simple. 

The hardest part of the whole procedure is to keep the paper in 
place on the crank case, but if the holes for the holding-down bolts 
are first made and then the bolts inserted as shown in the illustration, 
no difficulty should be experienced. 

After the gasket is finished it should be covered on one side with 
shellac and allowed to dry a short while. Then when the nuts aie 
tightening up a good oil-tight joint results. 

Cutting gaskets for gear box cover: The same principle applies. 

Be careful in tapping so that the edges will not be broken. Some¬ 
times it is possible to press the paper by hand and make indentation 
enough to cut the gasket from. 

Other gaskets, such as mobolene and asbestos gaskets are made in 
similar manner, but are usually marked off by pressure of hand or 
finger, when placed over the part to be fitted, then cut out with a sharp 
knife. Asbestos gaskets for cylinder heads are sometimes made when 
nothing else can be haa. It is soaked in linseed oil before applying. 


Shellac. 


Shellac is an excellent preparation to insure a good tight joint and 
ought to be used on only one side of a gasket. Shellac dries up, but 
a good way to handle it is to have a wooden stopper which can be used 
for applying the shellac as well as acting as a stopper. 

When a workman wishes to spread a coat of shellac upon a gear- 
case cover, or a gasket, he has but to invert the bottle with the stonper 
in place, then remove the stopper and roll the large end over the surface 
to be smeared, and a coat of shellac is left in its wake. 

How to mix shellac: Secure an open mouth bottle, fill nearly full 
of flake shellac and pour in alcohol, and let it dissolve. This will make a 
very thick solution. To make it thinner put in less flakes of shellac. 
The flakes can be secured at any drug store. 

Using shellac: In replacing detachable cylinder-heads, only the 
smallest possible amount of shellac shoald be used and this should be 
quite thin. If the shellac is heavy and any considerable quantity is 
used it will squeeze out into globules and the first explosion will blow 
these into the valve ports, where they will start an accumulation of carbon. 


Note—When using shellac on a gasket, use it on but one side. 
The gasket can then be used over and over again. Otherwise it will 
be necessary to make a new one each time removed. Common grease 
is used by many to hold gasket in place until part is placed in po¬ 
sition and drawn up. 



When cutting gaskets from metal and 
asbestos packing, felt and other mate¬ 
rials it is sometimes difficult to cut t*>lt 
holes, especially those close to an edge?' 
without damaging the material. A way 
out of the difficulty is to use two round- 
headed hammers, placing the round head 
of one -over the hole and striking it with 
the other. 


Packing for Water Pumps 
and Lubricators. 

Packing for water pumps and lu¬ 
bricators: For all packing joints 
nothing has been found better than 
asbestos string plentifully smeared 
with a mixture of heavy oil and 
graphite. Candle wicking can also 
be used if asbestos string is not 
handy. 

Ball bearings for cutting small 
boles: Ball bearings of various 

sizes are useful in cutting small 
holes, such as for studs, in gas¬ 
kets. After the gasket is cut to 
shape by hammering around the 
edge of the gasket flange, a ball 
bearing is put over the hole and 
hammered until the hole is cut in 
the gasket. This method produces 
sharply defined edges. In cutting 
paper gaskets it is advisable to 
grease the paper first so that it 
will stick to the surface. 


OHABT NO. 291 —Cutting Gaskets. How to Mix Shellac and How to Use it. 






















































HOW TO USE TOOLS AND »IAKE REPAIRS. 


717 



*i»t3 ns 

r/AHOF rrAf cAs/rcr o* coa/’jta’ 
O/t a/V4Si. AS0£5roS C£*r*/? 


Showing the different places where the round and flange type of 
gasket are used. 



*Gaskets—Different Kinds. 

Gaskets are used on the engine and gear-box and other parts of 
the car. The purpose being to make tight joints. Thin gaskets 
are preferable to thick ones and should always be used on all joints 
that come together square. Metal to metal joints are best, but it is 
next to impossible to make both flanges meet absolutely square. 
It is for this reason that some sort of flexible material is interposed 
to make up for the inequalities in material and workmanship. 

On the engine, gaskets are used in such places as the gear ease 
cover in front of engine, water plate on cylinders, on the intake 
and exhaust manifold, spark plugs, etc. 

On the gear case, a gasket is usually placed between the cover and 
gear box to prevent the oil from working out. 

The housing cover on differential is sometimes fitted with a gasket, 
but more generally it is simply given a coat of shellac. 

There axe several kinds of gaskets; the paper, asbestos, asbestos 
wire lined, copper and in the absence of copper-asbestos lined gaskets 
—lead can be used. 


Board measures 17x26 ins., has 26 
hooks and holds 650 gaskets of the 
following; sizes: 


Bound Closed Type Gaskets. 

Fig. 6. 


25—1 -inch I. D 
25—1 %-inch I. D 
25— iy* -inch I. D 
25—1%-inch I. P 
25—1%-inch I. D 
2-5—1 % -inch I. D 
25—1 % -inch I. D 
25—1%-inch I. D 
25—2 -inch I D 
25—2 H-inch I. D 
25—2%-inch I. D 


25—2 % -inch I. D 
25—2 H-inch I. D 
25—2%-inch I. D 
25—2 % -inch I. D 
25—2%-inch I. D 
25—3 -inch I. D 
25—3 H -inch I. D 
25-A.L.A.M. Size 
25—Metric Sise 


Exhaust Type Gaskets. 
Fig. 6. 


i 


The copper or brass gasket for such places as the intake and ex¬ 
haust manifold are usually made of copper or brass with asbestos 
interlined. They are made either round or flange shape. Copper 
gaskets arc also used between the water plates or pipes on cylinder. 
These gaskets can be bought ready made. 

Flange shaped copper or brass gaskets are also used between the 
carburetor and intake pipe. (Lead or leather can be used, also 
mobolene.) 

Asbestos gaskets are made of closely woven, long fibre asbestos 
yarn and brass wire closely woven and impregnated with a heat and 
water resisting compound. The red compound on one side sticks to 
flange when joint is broken. The graphite on the other side allows 
joint to be easily taken apart. Sold in rolls or in gaskets cut to order. 
This is used in many places, such as the water plate, but it is usu¬ 
ally used where there is a great deal of heat. If Bheet asbestos 
(not wire woven) is used, it ought to be soaked in linseed oil. 

Paper gaskets can be used in many places. For instance the plate 
cover for gear box and between cylinders and crank case. In using 
paper select a heavy wrapping paper and shellac it well on each 
side when applying. 

Paper of light cardboard weight can also be used for the water plate 
on cylinders but must have shellac on each side. 


25—lH-inch O.H 25—lfi-inek O.H 
25—1%-inch C.H 25—2 -inoh O.H 
25— IV ,-inch C.H 25—2^4-inch C.H 

Note—I. D. means inside diameter 
and 0. H. refers to the type, (copper- 
covered diamond shape.) 

All the above is supplied on tho one 
board. The board is given free with 
the order for the above lot. 

Every repair shop ought to have a 
well assorted lot of copper or brass 
gaskets interlined with asbestos. A 
choice selection in sizes given all 
placed on a board to hang up in the 
stock room. 

In addition to the type shown in 
illustration, other types of gaskets are 
supplied, such as cylinder head gas¬ 
kets, eto. 

Gaskets are also supplied in full seta 
for the Ford, Overland, Buick and 
other cars. Also for motorcycles. 


Tightening Nuts on Cylinder Heads. 

in another part of casting. The object is to pull 
the casting down uniformly without any tendency 
to bend or distort it. 

Diagram to the left; cylinder head has fifteen 
bolts, and the numbers on the diagram indioate 
the order in which they should be tightened. It 
will be seen that the center bolts are adjusted first, 
then the rest are tightened alternately. 

To Stop Noises About Car. 

When seeking to stop rattling noises about the 
car attend first to the fenders, then to the brakes, 
hood fasteners, lamps and finally to doom and 
springs. As a rule the fenders, doors and springs 
are the most troublesome source of neises on the 
average present-day machine. 

CHART NO. 292—Gaskets] Tightening Cylinder Head Nuts.—see pages 239 and 607 for 0paiic 
Plug Gaskets. 

To cut paper on running-boards of new cars: A new car usually has brown paper over the running board and 
floor boards to protect them in transit. A good way to remove this neatly is to fasten a safety-razor blade in 
a small block of wood and trim close. No ragged edges will be in evidence. 

♦Write Stevens Co., 375 Broadway, N. Y., for circular on gaskets, which gives sizes and prices for all leading cars. 
Mention this book. 


Detachable cylinder heads now are quite gener¬ 
ally used, aDd it is very important in connection 

with them that they be 
kept tight against leak¬ 
age at the joint with the 
main cylinder casting. A 
striking loss of power 
in a certain engine was 
puzzling until a thorough 
inspection revealed that some of the head bolts were 
loose, allowing some of the compression pressure 
t* escape. 

There are also many instances of careless tight¬ 
ening of heads and cylinder blocks which have re¬ 
sulted in cracking the casting. This is due to 
drawing down one bolt or series of bolts too tight¬ 
ly before equalizing the strain by tightening others 




















































718 


DYKE’S INSTRUCTION NUMBER FORTY-SIX-C. 


t i Oxy-Acetylene Welding. 


Blow-pipe welding is a very ancient art 
and was first practiced by the Egyptians. 
The early process consisted ©f heating metals 
of a low melting point by means of a torch, 
using a crude fuel gas and drawing the nec¬ 
essary oxygen from the air. 

The modern process of blow pipe welding 
is somewhat similar, but it is applied suc¬ 
cessfully to the welding of * ** high melting 
point metals, as well. This was not pos¬ 
sible until oxygen was obtainable on a com¬ 
mercial scale and a fuel gas giving the 
necessary high flame temperature could be 
provided in safe, convenient and purified 
form. 

Before this process of welding was in¬ 
vented, when a crank case or an exhaust 
manifold, gear case, cylinder or other metal 
part was cracked or broken, it was neces¬ 
sary to get a new part, fully machined, 
from the factory. This was quite an expen¬ 
sive proposition. With the oxy-acetylene 
outfit it is possible to repair these at a very 
slight cost and save those parts which 
would otherwise be worthless. Steel, iron, 
aluminum, brass, copper, platinum and other 
metals can be perfectly united. 

There are two tyres of oxy-acetylene 
outfits: the stationary type and the portable 
type. The parts of the stationary outfit 
consists of a generator which generates the 
acetylene gas from carbide, a tank of oxy¬ 
gen and a torch of special design and a 
special iron table with brick top. 



Fig. 1—The stationary oxy-acetylene 
outfit. Note the iron table with 
brick top. 



Fig. 2—The portable oxy-acetylene 
outfit. 


The portable outfit consists of the same 
parts but instead of there being a gas gen¬ 
erator, the acetylene gas is compressed into 
tanks by concerns who make a specialty 
of this work in all large cities. This type 
is the one mostly in use in small shops. The 
portable outfit can be put into a car and 
carried right to a garage for the work to 
be dene and quite often save dismantling 
the engine or broken part. 


Method of welding. To those who are 
not familiar as to just how welding opera¬ 
tions are performed with this process, it 
may be said that welds are made by di¬ 
recting the oxy-acetylene flame on the 
pieces to be welded at the place where 
they are to be joined, until the metal is 
molten, and then adding additional metal 
of the same character, which is provided in 
the form of wire or sticks of suitable di¬ 
mensions for the purpose. 

An outfit for welding is shown in chart 
293. 

The oxygen is furnished to customers 
in portable steel cylinders into which 
the oxygen is compressed to 1,800 lbs. to 
the square inch. To estimate the pressure 
readings a gauge is supplied. Take for in¬ 
stance an oxygen cylinder that holds 100 
cu. ft. at 120 atmospheres, or 1,800 lbs. 
pressure approximately, each atmosphere 
represents % cu. ft. With a 250 cu. ft. oxy¬ 
gen cylinder, each atmosphere, or 15 lbs. 
pressure, represents 2.08 cu. ft. of oxygen. 

Acetylene is supplied to users in specially 
constructed steel cylinders of various ca¬ 
pacities. The maximum charging pressure 
is 250 lbs. to the square inch at 70° Fahr. 
The cylinder contains about ten times its 
own volume of acetylene for each atmos¬ 
phere of pressure that is on the gas. The 
porous substance, such as pumice stone or 
charcoal which is in the tank, is saturated 
with a liquid solvent which has the pecu¬ 
liar property of absorbing, or dissolving 
many times its own volume of acetylene at 
atmospheric pressure. When pressure is ap¬ 
plied, the solvent continues to dissolve 
acetylene. 

Cylinders are, as a rule, charged to 15 
atmospheres pressure at 60° Fahr., so they 
contain 150 times their own volume when 
charged. Thus a cylinder that would hold 
2 cu. ft. of water when empty will hold 
300 cu. ft. of acetylene at 225 lbs. pressure. 
60° Fahr. ' 

**Prest-o-lite acetylene cylinders for 
welding are furnished in large size cylin¬ 
ders, style “WC, ” having approximately 
100 cu. ft. capacity, and style “WK” 
approximately 300 cu. ft. capacity. They 
are made as small as 30 or 40 cu. ft ca¬ 
pacity. 

No cylinder should be exhausted at a rate 
greater than %th of its total capacity per 
hour. Where the needed amount of acety¬ 
lene per hour exceeds %th of the capacity 
of one cylinder, connect two, three or even 
more cylinders so the total capacity is at 
least seven times their hourly discharge. 

It should be borne in mind that the con¬ 
tents are not accurately determined by 
pressure or gauge readings, which are af¬ 
fected by variations in temperature. The 
only accurate method is by weight, one 
pound of gas equaling 14% cu. ft. Gauge 
pressures, however, are of great conveni- 


*See page 539, giving melting points. ttAlso called autogenous welding. 

**An instruction hook on oxy-acetylene welding can be obtained of A. L. Dyke, Pub., Granite Bldg., 
St. Louis, Mo.—Price $1.10 prepaid. It treats on carbon burning or decarbonizing, cutting and weld¬ 
ing. 

































OXY-ACETYLENE WELDING. 


719 


fence in estimating roughly how much gas 
remains in the cylinder. In the case of a 
100 cu. ft. cylinder each 15 lbs. of pressure 
represents 6% cu. ft. of gas (approximate¬ 
ly) and in a 300 cu. ft. cylinder each 15 
lbs. of pressure represents 20 cu ft. (ap¬ 
proximately)—according to temperature. 

Application of blow pipe welding—gener¬ 
ally known as “ autogenous” welding, al¬ 
though the same term could apply to elec¬ 
tric welding. Autogenous welding must not 
be confused with brazing or soldering. 
Brazing or soldering, is where a joint 
is made in which a different metal, hav¬ 
ing certain adhesive qualities, is used as 
a binder—adheres but does not “fuse.” 
0xy-acetylen^ welding is where pieces of 
metal are united, or new metal added, as in 
the case of building up worn parts—weld¬ 
ing iron, steel, cast iron, malleable cast iron, 
aluminum, brass, copper, etc. 


Qualifications of an Operator. 

A few weeks practice will develop skill 
necessary to handle ordinary work likely 
met with in the average shop. Very thin 
plate work and neat work, will of course 
require skill and practice. 

Welding together of plates over ^4 inch 
thick should not be attempted on particular 
work, until operator has demonstrated, by 
first welding some sample pieces. 

The operator must have a fair knowledge 
of the nature and properties of the metals 
being welded, the effects of expansion and 
contraction, the reason for the use of fluxes 
and filling rods, (see page 721), the proper 
kind of filling material, how to apply heat 
without burning the metal, etc., all of which 
can be learned from books treating on the 
subject. 

With thit> knowledge and practice the 
business will be very remunerative. 


Parts of Welding Outfit. 


Welding outfits and parts are shown on 
pages 720, 727. The oxy-acetylene welding 
and cutting outfit can be used for various 
purposes as follows: 

(1) Welding broken frames, gears, shafts, 
crank cases, engine supports, axle parts, 
castings, cylinder water jackets, gear- 
sets, etc. 

(2) Cleaning tire vulcanizer molds. 

(3) Removing solid tires. 

(4) Burning carbon from cylinder, per page 
624. 

(5) Removal and replacement of terminal 
straps, plates of storage batteries and 
other lead parts, per page 471. 

The welding blow pipe is shown in fig 1, 
chart 293: Various size tips are used for 
different kinds of work. 

The acetylene regulator (fig. 2) is con¬ 
nected to the valve of the acetylene cylin¬ 
der by means of the union nut (M), which 
must be drawn up tightly. 

The oxygen regulator (fig. 3) is connected 
to the valve on the oxygen cylinder by 
means of the union nut (AA). 

The Welding Flame. 

Is obtained gradually, by increasing the 
regulating screws alternately, until correct 
welding flame is obtained. The correct 
oxygen and acetylene working pressures 
vary slightly for the various sizes of blow 
pipe tips which are used for different work. 
All adjustments are made at the regulators 
while blow pipe is alight. 

Flame adjustment—it is absolutely neces¬ 


sary at all times that the welding flame be 
neutral, that is, that there be no excess of 
oxygen or acetylene. A correctly adjusted 
(neutral) flame is shown at B of fig. 4. 
It will be noted \;hat the inner cone is 
clear, and well defined. (A) of fig. 4 shows a 
flame having an excess of acetylene. The 
inner cone is ragged in appearance. To 
make such a flame “neutral,” the acety¬ 
lene should be cut down by reducing th© 
pressure either at the regulator r )i' at the 
blow-pipe, or by increasing the oxygen sup¬ 
ply. C of fig. 4 shows an excess of oxygen. 
The inner cone has a very pale violet color 
and is shorter than the cone in the neutral 
flame at B. Proper adjustment, in this case, 
is accomplished by reducing the oxygen pres¬ 
sure or increasing the acetylene pressure at 
the regulators or at the blow-pipe. 

The temperature of the oxy-acetylene 
flame is 6,300* Fahr. 

The regulation of the welding flame 
really means the regulation of the white in¬ 
ner cone. This cone should always be as 
large as possible, provided its outline is 
sharp and distinct. A long, clear inner 
cone should always be sought. The gase? 
should be readjusted several times, if nec¬ 
essary, until the desired result is obtained. 

When the blow-pipe is first lighted, it is 
cold. Radiated heat from the molten metal 
will gradually warm it. This is apt to af¬ 
fect the welding flame slightly. It usually 
will be found necessary to make readjust¬ 
ment of the gas pressures by means of the 
oxygen ard acetylene needle valve on the 
blow-pipe after the blow-pipe has been at 
work for a few minutes. 


Method and Material for Welding. 


♦Preheating and re-heating is sometimes 
necessary—in order to bring the metal 
to a uniform heat to insure uniform con¬ 
traction while cooling. Figs. 17 and 19, 
show devices for this purpose (chart 293). 
(See also fig. 5, pago 726.) 

Filling rods are used to fill in gaps or 
cracks. Rods or wires are used of various 
lengths. 


Fluxes—some metals do not'flow together 
rapidly when heated (due to oxidation), 
therefore a suitable flux, in the form of 
powder is used. It is sprinkled in the weld 
by dipping the heated filling rod, from time 
to time into the flux. 

The size of blow pipe tip is decided upo* 
before welding. For instance, cast iron re¬ 
quires a larger flame than steel. 



730 


DYKE’S INSTRUCTION NUMBER FORTY-SIX-C 











CJHABT NO. 293 Oxy-Acetylene Welding. (tTom Prest-O-Lite Instruction Book.) 

Boo olio page 696 and 472 for illuminating gas torches. 


The Standard Prest-O-Lite Type H Welding Outfit. 

1—cylinder of Prest-O-Lite dissolved Acetylene. 

1—cylinder of compressed Oxygen. 

1—welding blow-pipe with seven interchangeable weld¬ 
ing tips, Nos. 1, 2, "3, 4, 5, 6 and 7. (Fig. 1.) 

1—automatic constant pressure acetylene regulator, 
fitted with inlet and outlet pressure gauges. (Fig. 2.) 

1— automatic constant pressure oxygen regulator fitted 
with inlet and outlet pressure gauges. (Fig. 3.) 

2— suitable lengths of rubber hose. 

1—set of four hose clamps. 

1—box end wrench for needle on Prest-O-Lite dis¬ 
solved acetylene cylinder valve (T socket). 

1—wrench for attaching oxygen regulator. 

1—stuffing nut wrench for Prest-O-Lite dissolved acety¬ 
lene cylinder and for attaching acetylene regulator. 

1—box end wrench for welding blow-pipe. 

1—box wrench for welding tips. 

1—pair special colored lens goggles. 


ACETLfNE 


FIS. 4. The oxy-aeelylenc flame. A show* 
a welding flame with an excess oi acety¬ 
lene. (B) shows a correct natural weld¬ 
ing flame. (Cl shows a welding flame 
with an excess of oxygen. 


Fig. 5. Example of butt 
joint before welding em¬ 
ployed on thin sheet metal 
up to l/S inch in thick¬ 
ness where bevelling is 
unnecessary. 


PREST-O-LITE WELDING BLOWPIPE 

*• Prest-O-Lite equal pressure tedding blow-pipe. (A) Clamp for holding acetylene hose on 
nipple. (B) Clamp for holding oxygen hose on nipple. (C) Union nut on oxygen hosa 
nipple. (D) Union nut on acetylene hose nipple. (E) Needle valve for controlling acetylene 
supply. (F) Needle valve for controlling oxygen supply. (G) Stulfing nut on oxygen needle 
valve. (I) Union nut for disengaging or changing angle of barrel of blow-pipe. (J) Inter, 
changeable welding tip. size 7H—1H. ill. sll, ill. 5If and till are extra interchangeable 
welding tips. * 


FIs. «• Example of bevel 
employed on metal less 
than 5/8 inch or 8/8 inch 
in thickness and over 1/8 
inch in thickness. 


Fiff. II. Method of holding' 
flanged thin sheets in po¬ 
sition for welding. 


Fig. 12. 
Clamp with 
locking ring. 


ACETYLENE REGULATOR ASSEMBLY 

FIs. 2. Prcst-O-Lile automatic constant 
pressure acetylene regulator. (M) Union 
nut securing regulator on acetylene cyl¬ 
inder'- valve. (N) Acetylene regulator 
outlet needle valve. (O) Acetylene pres¬ 
sure regulator screw. (P) Low or work¬ 
ing pressure gauge. (Q) High or cylin¬ 
der pressure gauge. (R) Acetylene re¬ 
ducing valve. (S) Acetylene hose nipple. 
(VI Wrench on acetylene cylinder valve. 
(W) Acetylene cylinder valve. (Z) Gland 
nut on acetylene cylinder valve. 


OXYGEN WELDING REGULATOR ASSEMBLY 


Fig. 3. Prest-O-Lite automatic constant 
pressure oxygen regulator. (AA) Union 
nut securing regulator t on oxygen cyl¬ 
inder valve. (BB) Nipple for hose to 
blow-pipe. (DD) Oxygen regulator out¬ 
let valve. (EE) Oxygen pressure regu¬ 
lating screw. (FF) Main valve on oxy¬ 
gen cylinder. (GG) High or cylinder 
pressure gauge. (HH) Low or working 
pressure gauge. (JJ) Oxygen reducing 
valve. (KK) Union nut on oxygen hose 
nipple . 


FI ix- 7. Example of bevell¬ 
ing and welding of sec¬ 
tions over 3/h inch in 
thickness. Parts are bev¬ 
elled and welded on both 
sides as shown. 


Flff. 8. Example of flange 
made on thin sheets, be¬ 
fore welding . 

Fig. 9. Shows appearance 
of a weld made on thin 
sheets. flanged before 
welding. 


Fig. 10. Examples of <t lap 
joint, before welding 


WQD 


HERE 




Fig. 13. Example - of six-t^row crank eha, 
lined up on V blocks and clamped on 
face plats for welding. The broken sections 
are shown bevelled to a chisel edge. 


rig. it. Construction of air-illuminating gas pre¬ 
heating torch. Over all length, approximately t 
feet. 


FIs. 14. Lower, half of aluminum crank ease 
clamped to angle irons to insure true align, 
ment. A. patch is shown “tacked"-in posi¬ 
tion ready for-welding- 


In all welding operations, the parts to be welded 
should be set in proper alignment before the flame is 
applied. The work is sometimes found to be out of 
alignment and the part rendered useless otherwise. 

It is always advisable to have on hand a good sup¬ 
ply of different size clamps, “V" blocks and mandrels. 
These are always useful in setting up various jobs, see 
figs. 13, 14, 15 and 16. 

Expansion and contraction—In every case of welding, 
internal strains are inevitably set up due to expansion 
when heating and contraction when cooling. When 
parts being welded form part of a structure and are 
not free to move during the welding process, the strains 
produced may cause the metal to crack. This is 
especially true of cast iron. 

If cooling after welding is too rapid or is irregular. 
Fl l0 Fire bnck f umace * crack liable to occur. Therefore it is advisable to 
mounted on small welding heat parts before welding (termed pre-heating) and 

then to heat after welding (termed re-heating.) 


table. 


Fig. 15." Upper half of aluminum crank case* 
bolted to angle irons to insure true align*, 
ment while patching. 


Fig. 16. Under side of upper half of alum¬ 
inum crank case shown in Fig. is. Note 
mandrels clamped in crank and cam-shaft 
bearings. 




























































OXY-ACETYLENE WELDING. 


721 


Welding a Cylinder—Importance of Preheating. 

Fig. 5, page 726 shows a small furnace of hardwood charcoal obtainable. This 

for automobile cylinders. After a layer of burns freely, without smoke or odor, re- 

firebrick has been placed on the table, the quires no forced draft, and does not injure 

cylinder is supported on several bricks, and finished surfaces. It is only necessary to 

the walls of the furnace built up around ft. pack it around the piece to be heated, to 

Half bricks are used for the second layer light it, and let it burn at will. When in 

from the bottom, so that openings are left use the top of the furnace should be cov- 

for the air supply. ered with a sheet metal plate. Vent holes 

The fuel used should be the best grade should be closed when cooling, (cool slowly.) 


Iron and 

Under this heading are included commer¬ 
cial wrought iron and mild or “low car¬ 
bon’ ’ steel. 

Practically all of the so-called “wrought” 
Iron on the market today is in reality a 
mild steel. For this reason wrought iron 
and mild steel metals are discussed as one. 

“Low carbon” or mild steel is quite 
ductile and malleable, but has a lower ten¬ 
sile strength and lower elastic limit than 
the “high carbon” or hard steels. No 
close distinction can be made between high 
and low carbon steels, but in general any¬ 
thing below 25 point carbon (0.25 per cent) 
may be designated a? mild steel, while those 
containing more than this amount are either 
half hard or hard. 

Most of the steels that the operator will 
be called upon to weld are mild. There are 
various special or alloy steels such as van¬ 
adium, nickel, chrome, manganese, etc., 
which will be taken up separately. 

Preparation of parts—Mild steel parts are 
prepared in the manner described in the gen¬ 
eral instructions. Several methods of pre¬ 
paring various parts to be welded are shown 
in the accompanying illustrations, see 
chart 29 3A, figs. 24 to 41 inclusive. 

High, carbon or hard steel—weld as per 
instructions on mild steel or wrought iron, 
and use a larger blow-pipe tip. For filling 
use drill rod—a hard steel—this can be 
tempered, ordinary mild steel cannot. Use 
cast iron flux. Execute weld rapidly. A 
slight excess of acetylene may be advan¬ 
tageous. 

Cast steel—weld similar to instruction on 
cast iron. Cast bars of same material or 
vanadium steel or Norway iron will answer 
for fillers. 

Special steels—such as manganese steel 
(low carbon). As filler use same material 
or Norway iron. 

Nickel steel (low carbon) same as mild 
steel, but use nickel steel filling rod. 

Vanadium steel (low carbon) probably 
used most of the various steel alloys. Weld 
as mild steel—use vanadium steel filler. 

Chrome steel—weld as mild steel—use 
chrome steel filler. Many chrome steels are 
in the high carbon class and general re¬ 
marks on “special steels” apply. 

Cast Iron. 

Is more difficult to weld. Carbon exists 


Steels. 

in cast iron in different states. In what is 
called white iron, which is very hard, the 
carbon is combined with or dissolved in the 
iron. In the grey iron, which is soft and 
easy to work, most of the carbon is in a 
free state in the form of graphite. Since 
it is generally necessary to machine or file 
a weld in cast iron, it is indispensable that 
the line of the weld be constituted of soft 
grey iron. Thus, in welding cast iron, al¬ 
ways remember that too rapid cooling brings 
about a combination of the carbon and iron, 
forming hard, brittle white iron; while slow 
cooling or reheating after the weld is com¬ 
pleted keeps the carbon in a free state, re¬ 
sulting in a softer, more workable material. 

Preparation of parts—castings, before 
welding, should be very carefully freed from 
grease and rust. Cracks in metal over 
inch thick must always be beveled before 
welding. When beveling cast iron it is 
not necessary that the groove penetrate 
through the entire thickness of the metal. 
It will be found best to leave about y 8 inch 
of the thickness unbeveled as shown in fig. 
38, chart 293A. When the metal is over 
1 inch in thickness, and it is possible to 
weld from both sides, it will be well to 
bevel as shown in fig. 39. A diamond point 
or cape chisel may be used for beveling cast 
iron. Remember that careful lining up and 
clamping is very necessary when broken 
flanges or lugs are to be welded. 

A larger blow-pipe tip is used. To over¬ 
come expansion and contraction—pre-heat. 
While welding is in progress and after its 
completion it is advisable to apply a blow 
torch or light a fire under some part of cast¬ 
ing away from the weld. 

Filling material—use cast iron filling rod 
containing a percentage of silicon. The 
percentage must not be too great or weld 
will be soft. Flux—cast iron flux is neces¬ 
sary. 

Malleable cast iron is probably more dif¬ 
ficult to weld and treat than any other 
metal. Castings to be made malleable are 
made of white iron. Use same process as 
east iron with white iron filler. 

Cast Aluminum. 

Has a low melting point (1,200* Fahr., 
see page 539 for other melting points). A 
large welding flame is used. Aluminum is 
not generally used in pure form. Alloys of 
aluminum and copper or zinc are generally 
used. Alloys of aluminum and copper are 



722 


DYKE’S INSTRUCTION NUMBER FORTY-SLX-O. 



Ft*t. 21. Correct inethod of hold mo fJi«» 
blow-pipe with relation to the line of 
weld . 


iimm 

0 

FI*. 20. Tiro correct niave- 
mtnls to give the welding 
/tame. (A) “Apure eight 
movement best suited to 
ordinal v work. IK) eig- 
lati movement which 
tome operators prefer. 




Fig. 23. Metal i s 
slightly built up 
over bevelled joint. 


Fie 22. Incorrect method of applying 
filling material. The 
also held at the wrong angle t nth 
relation to liru' of wrld~ 




Ff*;. 31. Wedge inserted in split 
tube ahead of weld to prevent 
overlapping. 


FUr. 24. Location of joint 
when welding convex and 
to steel cylinder. 




Fi*;. 32. Preparation of 
angle iron and tube 
of janic thickness be¬ 
fore welding. 


Fit;. 25. Example of weld¬ 
ing concave head in steel 
cylinder. Note: Both head 
and shell are bevelled. 



Ftp. 26. Pipes bevelled be¬ 
fore butt welding. 



rrr 


xisel 


,iethod of 
(bevelled 
for wcld- 


Flj;. 33. Dotted line 
shows how filling ma¬ 
terial must be built 
up when welding an¬ 
gle to thinner section 
plate. 


o 


Fie. 28. Incorrect method 
of preparing shaft Ipoint, 
td) for welding. 




Fig. 34. Preparation of 
flat end to be welded 
into tube. 


Fig 29. Sheets spreading 
apart away from point of 
weld. 



Fig. 24 shows a section of ono side of a steel cylinder and a 
convex head which is to be welded on. The weld should b* 
made in the straight portion of the cylinder as shown, and not 
directly at the bend. 

Fig. 25 shows the method of accomplishing tho same result 
in the case of a concave end. If the parts are beveled as 
shown, the joint will be a strong one. 

Fig. 26 shows correct method of welding pipe. The pipe, 
where possible, should be rolled away from the operator in 
such a way that the portion being welded will be on top. 
“Tacking” at several points is necessary before the actual 
welding is started. However, if rolling is impossible, the pipe 
may remain stationary and the operator can weld entirely 
around it without difficulty after some practice, although this 
method is bound to be somewhat slower. 

Fig. 27 shows the proper method of preparing a abaft for 
welding. Note that this is beveled to a chisel edge and not 
pointed. 

Fig. 28. If the shaft is pointed, the molten metal will fall 

upon the cold part of the shaft and adhesion will result, 

which means that the new metal is merely “plastered” on at 
certain points and is not “fused.” 

Fig. 29—When butt welding two lengths of plate, or when 
welding the longitudinal seam of a cylinder, it is advisable ta 
“tack” along the line of weld before commencing on the 

finished weld. • This will prevent the over-lapping of the 

shoets at the end farthest away from the point of welding. 
When starting to weld two lengths of sheet at one end, which 
have previously been placed in proper alignment, it will be 
found that they tend to spread apart as shown in illustration. 
As the welding progresses, this spreading movement of the 
sheets ceases and later they come together again with a 
tendency to overlap. 

Fig. 30—“Tacking” holds the sheets in true alignment 
and prevents this overlapping. 

Fig. 31—Another method of preventing over-lapping of the 
plates, in the case of cylinders, is to insert a wedge a short 
distance ahead of the weld, moving the wedge as the wold 
progresses. 

In some cases when welding a longitudinal seam, it will be 
found advantageous to start to weld in the middle of the seam 
and work first toward one end and then toward the other. 


Fig. 33—When tho angle to be 
welded to the plate is thicker than 




the plate, apply the flame more on rie. 37 . Patch pinte beiucd and with 
the angle than on the plate. This edge ‘ bev * u * beiore weUii ” g - 
will tend to bring the parts to the 
fusion point at the same time. 

Metal must be added as shown by 
the dotted line. 

Fig. 34—When welding a flat 
end into a tube, prepare the end as 
shown, making a driving fit. 

Fig. 35—To weld a branch into 
a pipe, prepare the work as shown, 
adding metal as indicated by the 
dotted lines. 


Fig. 38. Bevelling cast iron. 
Note bevel does not pend, 
Irate entire thickness to 
be welded. 



Fig. 35. Shows preparation of pipe * 
before welding to form branches. 


t r 


Fljr. 30. Sheets " tacked * 
before welding to prevent 
spreading. 


Fie. 36. Preparation of 
flange to be welded to 
thinner section plate. 


Fig. 36—The welding of flat 
flanges to tubes is an operation 
that requires care, as the flange is 
usually considerably thicker than 
the tube and has to stand a good 
deal of strain. The flange and 
tube are best prepared as shown. 
The welding flame should play 
more on the flange than on the 
tube. 

Fig. 37—When repairing cracks 
1 -n plates, always see that the crack 
is bevelled through its entire thick¬ 
ness. The plate being welded 
should be free to move. It is 
impossible to provide for this, in¬ 
stead of attempting to repair the 
crack, use a patch. A patch piece 
should always be slightly bellied 
and have edges bevelled as indi¬ 
cated in illustration. 

Selection of blow-pipe tip—The 
size of tip to use for welding iron 
and steel depends upon the thick¬ 
ness of the metal. Do not forget 
that the flame should be neutral 
at all times. 


Fig. SO. Bevelling from 
both sideit in thick sec- 
tion of cast iron. Note 
Points of bevels do not 
meet. 



CHART NO. 293- A—Oxy-Acetylene Welding— Continued. 

*Fig. 27 should read: “Correct method of preparing shaft (bevelled to chisel edge) for welding. 


Fig. 32—When welding angle iron rings to cylinders where 
the thicknesses are the same, both edges should be set up as 
Bhown. 


Fig. 40. Fracture in the mid¬ 
dle of a long bar to be weld¬ 
ed. No precautions to over¬ 
come expansion ami contrac¬ 
tion strains are necessary , as 
the parts arc free to move. 


Flgr. 41. F r a c t u r e in cross 
member (A) of frame. The 
broken bar will contract on 
cooling, causing a strain on 
the end members (D and E). 
Risk of fracture may be 
avoided by healing the side 
members IB and C), or by 
cutting at the corner (F). 
The rut IF) may be welded 
up without risk of fracture 
after the break (A) is welded 
and cooled. 





































































OXY-ACETYLENE WELDING. 


723 


easier to weld—less tendency to crack. 
Parts over *4 inch thick must be beveled 
as in case of cast iron. 

In order to prevent collapse during the 
welding and preheating operations, it is 
good practice to place a sheet of paper on 
the inside of the casting next to the crack 
to be welded. Back this paper with damp 
fire clay and pack up with asbestos fibre un¬ 
til a firm support is obtained. The paper 
prevents the fire clay f-rom getting into the 
weld. With this light backing, or mould, 
the castings can be welded easily. The 
mould should be large enough to cover suffi¬ 
cient area around the crack so that the 
heated aluminum in the vicinity of the weld 
will not break down. Whenever a weld is 
to be made close to a bearing, it is neces¬ 
sary to remove the babbit (which would 
melt) and then clamp mandrels (fig. 16, 
chart 293) in the bearings to keep them 
in alignment. 

Preheating should not be done except in 
cases where there is a projecting lug or 
flange. Preheating must be done carefully 
and slowly. A blow torch is generally 
used, but must not be left on one part too 
long. When pre-heating, test with a stick 
of half and half sclder—if it melts on touch¬ 
ing casting it shows sufficient heating. 

Filling—Alloy rods or pure aluminum rods 
can be employed—same thickness as metal 
to be welded. 

Flux—opinions differ. Use aluminum flux 
if any. 

Copper, Bronze and Lead. 

Copper radiates heat very rapidly and is 
also a good conductor of heat. Preheat* 

Sundry 

Tool hardening—The welding flame will 
be found useful as a source of heat for the 
heat treatment of small tools. 

Gear tooth hardening—Gear teeth may be 
hardened by playing the welding flame along 
the face of a tooth and then allowing the 
heat to be conducted away by the body of 
the gear. The intense heat of the flame 
permits of a single tooth being heated very 
rapidly, before much heat is conducted to 
the rest of the gear. As soon as the flame 
is removed the heat in the treated tooth is 


ing and continued heating is therefore nec¬ 
essary. Prepared similar to steel and iron. 
Cover as much as possible with asbestos. 
Should bo left free to allow for contraction 
when cooling. Filling; phosphor copper, 
Flux must be used, same as welding brass. 

Brass—Pre-heating not necessary. Use 
special flux for brass and bronze. Filler; 
brass spelter. Tobin bronze with brass 
flux may be used where great strength is 
desired. Weld should be made rapidly, but 
white cone of flame must not touch metal. 

Lead—can readily be welded but is known 
as “lead burning,” (see page 471). 

Welding Thin Castings, 

The inexperienced operator will find it a 
big help to build a form of fire clay as a 
support for the broken sections while re¬ 
pairing thin castings. This holds the parts 
true and also assists in the control of the 
molten metal. 

Whenever it is necessary to weld in a 
patch, a new piece of the same metal should 
be cut to the proper size and shape, the 
edges of both parts bevelled, and the patch 
held in place temporarily by “tacking,” 
that is, welding at several spots some dis¬ 
tance apart along the line to be welded. Te 
hold a large patch in position while being 
“tacked,” it may sometimes be necessary 
to drill a small hole in the center of the 
patch into which a length of rod can be in¬ 
serted, and by which the patch may be 
handled. This hole may afterwards be 
plugged and welded up. Small patches, to 
be placed in difficult positions, may be con¬ 
veniently handled by simply welding a fill¬ 
ing rod to the center of the patch. This 
may later be melted off. 

Uses. 

conducted away to the body ©f the gear. 
This causes hardening of the tooth. This 
operation is repeated until the desired 
depth of hardening is reached. 

Teeth may be hardened by this method to 
a depth of about %2 inch. The rapidity 
with which the treated tooth may be chilled 
will be increased if the gear is partly im¬ 
mersed in water while the treatment is per¬ 
formed. 

Burning battery terminals or connections 
—see page 471. 


* Approximate Prices to Charge for Welding Broken Parts by the 

Oxy-Acetylene Process. 


Cylinders, Water Jackets Fractures. 

Double.$ 8.00 to $15.00 

Single . . . 4.00 to 8.00 

Block of four or six. 10.00 to 15.00 

Lug or ears each.$3.50 two or more 3.00 

Aluminum Crank Case and Lower Cases. 

It is very difficult to determine an exact price 
cn this line of work without a thorough examina¬ 
tion of the fractures, but as a general rule the 
average cost of welding is as follows: 

Top cases .$6.00 to $25.00 

Lower cases . 6.00 to 12.00 

Manifolds Aluminum. 

1 lug or ear....$1.50 Two or more $1.00 each. 

Cast Iron. 

1 lug o* ear....$1.25 Two or more $0.75 each. 


1 throw crank 

2 throw crank 
4 throw crank 
6 throw erank 


Two inches 
Three inches 
Four inches 
Five inches 
Six inches 
Eight inches 


Crank Shafts. 


Body Frames. 


$ 6.00 to $ 8.00 

8.00 to 10.00 

10.00 to 14.00 

12.00 to 16.00 


$ 7.09 
8.00 
10.00 
12.00 
15.00 
17.00 


Rear Axle Housings. 

Prices vary according to siae and fractures, but 
they average from $3.00 to $18.00. 

Lamp brackets .$0.50 to $1.50 

Levers .75 to 2.0# 


*Not standard, merely a suggestion. 




















724 


DYKE’S INSTRUCTION NUMBER FORTY-SIX-C 


4kt. 


o»t » 



nCATlM /kj TYLCrtr— 

•Cur-nut OtmtH - 

Orman - 



Fig. 45. Diagram illustrating the principle of the oxy-acetylene cutting blow-pipe torch. 


Oxy-Acetylene Cutting. 


The cutting blow-pipe is commonly used for cut¬ 
ting through various thicknesses of wrought iron 
and steel up to 14 inches. (Wrought iron and steel 
are the only metals that can be cut by this process.) 
As an adjunct to a welding equipment, it is used 
for bevelling and for cutting out patches and holes. 

The process is based on the fact that a jet of oxy¬ 
gen directed upon a previously heated spot of iron 
or steel causes it to ignite, with the result that the 
metal, acting as its own fuel, burns away rapidly 
in the form of iron oxide. A special blow-pipe is 
provided for this work. (Fig. 45.) 

The oxygen cutting blow-pipe cannot be used for 
welding any more than can the welding blow-pipe 
be used for cutting. 

The same source of gas supply is used as for 
welding. The same acetylene regulator is used, but 
if work over 3 inches thick is to be cut, a special 
oxygen regulator' must be employed. This (is 
exactly the same in appearance as the oxygen 
regulator for welding, but it is fitted with a stron¬ 
ger spring and a higher reading outlet or “working” 
pressure gauge. 

The special oxygen regulator as used for cut¬ 
ting thick work should not be used for welding, as 

the regulation is not delicate enough to maintain 
a strictly neutral flame, especially when the smal¬ 
ler tips are in use. The oxygen regulator for weld¬ 
ing, however, can be used for cutting on work up 
to iVz inch in thickness. 

The oxygen cutting regulator is connected to the 
oxygen bottle in the same manner as the welding 
regulator. The cutting blow-pipe is connected to 
the gas supply through the regulators in exactly 
the same way as the welding blow-pipe. 

There are two kinds of oxy-acetylene cutting blow¬ 
pipes, known as the central and following jet types* 

The central jet type has a number of oxy-acetylene 
heating flames surrounding a central hole through 
which oxygen only passes. The following jet type 
consists of one oxy-acetylene heating jet and one 
oxygen jet. The holes for these jets are usually 
drilled in the same tip, but sometimes have sepa¬ 
rate tips which are set close together. 

Fig. 45 illustrates the principles of construction 
and operation of an oxy-acetylene cutting blow¬ 
pipe of the central jet type. The oxygen and 
acetylene supplies are connected up through the 
regulators and rubber hose to the hose nipples on 
the blow-pipe. 

The outlet valves on both regulators and also all 
valves in the blow-pipe are closed. The gas is 
then turned on at the cylinders as in welding, and 
the regulators adjusted until the outlet or working 
pressure gauges show the working pressures spe¬ 


cified on the instructions issued with the cutting 
blow-pipe by its manufacturer. The acetylene 
valve in the blow-pipe is then slightly opened and 
the blow-pipe lighted, the oxygen for the heating 
flame is then turned in at valve D of fig. 45. This 
permits oxygen to mix with the acetylene at J. 
The flow of the mixture of the gases is indicated by 
arrows. Valves D and I are adjusted until a 
neutral heating flame is produced. The cutting 
oxygen is then turned on at E. 

The line of flow of the cutting oxygen is shown 
by arrows. The nipple or inner tip through which 
it discharges is interchangeable and manufacturers 
indicate in their instructions the number or size 
of tip to be used on different thicknesses of metal. 

Watch the working pressure gauge on the oxygen 
regulator and see if it reads the right pressure for 
the metal to be cut as originally set, if not adjust 
regulator and when this is done readjust the heat¬ 
ing flame if necessary. Do this as quickly as pos¬ 
sible to avoid waste of oxygen. Now shut off the 
cutting oxygen at E and the blow-pipe is ready 
for work. 

When the metal to be cut is sufficiently heated 
at the point where the cutting is to start, the cut¬ 
ting oxygen is turned on. When the cutting opera¬ 
tion is once under way, the heating and cutting 
proceed together. The cutting Operation is very 
simple and can be mastered in a few hours. 

Cutting may be made to follow any desired line. 

When special forms and shapes have to be cut, it 
is advisable to make a special mechanical contri¬ 
vance with which to steady and guide the blow¬ 
pipe and thus insure a clean cut. Hold the blow¬ 
pipe tip about M inch away from the surface of 
the metal to be cut. 

A cut should start from the edge of the metal 
whenever possible. When it is desired to cut a 
piece out of the center of a plate, start inside the 

circumference of the piece to 
be t cut (fig. 46). On thick 
plates where the cut cannot 
be started from the edge, it 
may be necessary to drill a 
hole to get a quick start. 

Certain precautions are neces¬ 
sary before the operator starts 
to work on a piece of metal. A 

bucket of water should be near 
at hand for cooling the cutting 
tip when necessary. Both oxy¬ 
gen and acetylene should be shut off at the blow¬ 
pipe to extinguish the flame before dipping the 
tip of the blow-pipe into the water. To expel any 
steam formed inside the tip, turn on the oxygen 
valves at the blow-pipe and allow oxygen to 'flow 
for a moment before turning on the acetylene and 
lighting. 



Fie. 46. Shows point of 
start (A) when cut¬ 
ting circular hole in 
jilaU. 


CHART NO. 293-B—Oxy-Acetylene Cutting. 










































725 


OXY-ACETYLENE WELDING. 


These and many other parts from an auto too 
numerous to mention can be welded successfully. 

All up to date welding and cutting shops have 
the latest modern equipment installed to take care 
of all classes of work such as pre-heating cylin¬ 
ders, cases, etc. 

The cutting process of this art consists of the 


cutting and wrecking of all kinds of “I beams,” 
‘‘channel iron,” “girders,” cutting of boilers,” 
“tanks,” “cutting and opening of safes,” “steel 
pilings,” etc. 

Pure oxygen used in the process of removing 
carbon from cylinders is one of the latest and most 
advantageous features to the automobile owner. 


The Cost of Welding. 


Thickness of 
Metal 


Acetylene 

Oxygen 

Total cost 

Approximate ca¬ 
pacity per hour of 
welded seam 

be used 

Consumption 
per hour 

Cost of gas 
per hour 

Consumption 
per hour 

Cost of gas 
per hour 

of gas 
per hour 

H’ to H' 

X ' ,o Yi 

No. 3 

No, 5 

15 cu. feet 
43 cu. feet 

$0.30 

.86 

17 cu. feet 
47 of feet 

$0.34 

.94 

$0.64 

1.80 

15 to 20 lineal feet 

7 to 12 lineal feet 


Note:—In welding metals of from %6" to 
%" in thickness, the average approximate ca¬ 
pacity, expressed in terms of lineal feet of welded 
seam, would be from 15 to 20 feet per hour, 
being a cost for gas of from 3 to 4 cents per 
lineal foot. For metals %" to % ” in thickness, 
the approximate capacity would be from 7 to 
12 lineal feet per hour, being a cost for gas 
of from 15 to 25 cents per lineal foot. 


Under continuous use with the No. 3 tip a 
cylinder containing 100 cubic feet of acetylene 
will run about 6% hours, while the same quanti¬ 
ty of oxygen would run about 6 hours. 

With the No. 5 tip, a cylinder containing 100 
cubic feet of acetylene would run about 2% 
hours, while the same quantity of oxygen would 
run about 2 hours. 


The Cost of Cutting. 


Thickness 
of Metal 

Acetylene 

Oxygen 

Time required per foot 
of cutting length 

Total cost of gas per 
cutting foot 

Consumption 
per lineal foot 

Cost per 
lineal foot 

Consumption 
per lineal foot 

Cost per 
lineal foot 

v* 

.13 cu. feet 

$0,003 

.50 cu. feet 

$0.01 

1 minute 

134 to 1 }4 cents 

x- 

.18 cu. feet 

0.0036 

.90 cu. feet 

0.018 

134 minute* 

234 to 234 cents 


Note:—In continuous cutting through metal while the same quantity of oxygen would run 

% w thick, the cost for gas would be about $0.02 about 2% hours. 

per running foot and the time about one minute. it will noted that in the process of cutting 
For metal %" thick, the cost of gas per run- the extra quantity of oxygen required is due to 

ning foot would be about $0.03 per foot and the cutting jet of pure orygen which is used in 

the time about 1% minutes. addition to that mixed with the acetylene. 

When cutting *4" metal, a cylinder contain Tanks containing 200 cubic feet of gas would 

ing 100 cubic feet of acetylene would run about run twice as long as the 100-foot tanks. 

12 hours, while the same quantity of oxygen The above estimates are based on acetylene 

would run about 3% hours. and oxygen gas costing $2.00 per 100 cubic feet. 

For %" metal, a tank containing 100 cubic Cost of labor should be added to the total cost 

feet of acetylene would run about 11% hours, of gas. 


Where to Obtain Gas Tanks for Welding. 


Oxygen and Acetylene Gas for U3e with Imperial 
Welding and Cutting Outfits. 

Oxygen for welding and cutting can be ob¬ 
tained from the Linde Air Products Co. of 
Chicago, and New York, who have twelve plants 
and twenty-five warehouses in various parts of 
the country. They furnish oxygen in tanks con¬ 
taining 100 and 200 cubic feet respectively, with 
free use of tanks. 

Acetylene Gas for Welding and Cutting: 

There are several manufacturers of acetylene 
gas, as mentioned below: The Prest-O-Lite Com¬ 
pany of Indianapolis, Ind., who have branches in 
nearly all the large cities of the United States. 

The Searchlight Company of Chicago. This 
company has branches in many of the large 
cities of the United States. 

The Commercial Acetylene Ry. Light & Signal 
Company of New York have numerous branches. 
We are advised they supply acetylene for weld¬ 
ing and cutting. The tanks contain 120 and 
225 cubic feet. 


Approximate Shipping Weights are as Follows: 


Linde.100 cu. ft. 

Linde.200 cu. ft. 

Prest-O-Lite.100 cu. ft. 


Prest-O-Lite 


,300 cu. ft. 


Searchlight.100 cu. ft. 

Searchlight.225 cu. ft. 

Commercial.120 cu. ft. 

Commercial.225 cu. ft. 


122 lbs. 
150 lbs. 

85 lbs. 
220 lbs. 

75 lbs. 
180 lbs. 
120 lbs. 
180 lbs. 


Weight of acetylene is approximately 14% cu. 
ft. to a pound. 

The price of oxygen and acetylene varies some¬ 
what, depending on location. Prices in the ex¬ 
treme West and South being somewhat more 
than in the East. The prices in the East for 
both oxygen and acetylene are approximately 
$2.00 per hundred cubic feet at the filling sta¬ 
tion or warehouse. 

You can obtain full information regarding oxy¬ 
gen and acetylene by corresponding with the above 


companies at the branch nearest to you. 

To provide a constant supply of gas for your 
shop, you can no doubt arrange to get the use 
of from three to 6ix cylinders or more, accord¬ 
ing to requirements which would eliminate pos¬ 
sibility of running out of gas by having extra 
cylinders on hand for use while getting empties 
recharged. 

Your automobile supply house with whom you 
are trading may be able to give you additional 
information on this subject. 

Oxy-Hydrogen. 

An important feature to the Imperial welding 
and cutting equipment is its adaptability for use 
with oxy-hydrogen as well as oxy-acetylene. 
When it is desired to equip for both oxy-hydrogen 
and oxy-acetylene, the only change necessary ia 
the addition of one hydrogen regulator and a set 
of hydrogen tips. 

Tips for welding as well as cutting with hydro¬ 
gen can be furnished. The tip is marked with 
the pressure of gases required. 

Where a supply of hydrogen is available at 
reasonable prices, it is recommended in connection 
with oxygen for cutting of wrought iron and 
steel of any thickness. The cut will be found 
smoother and the operation more economical than 
by the use of acetylene for the preheating flame. 

For welding in general repair work, such as 
gears and castings, aluminum crank cases and 
other alloyed metals, the use of the oxy-hydro¬ 
gen flame is recommended. For welding thin 
sheet steel, from 16 gauge up, the oxy-hydrogen 
flame is found very effective. Its temperature 
being about 4,000 degrees F., the metal is not 
burned so easily and as hydrogen contains no 
carbon, the weld is softer and very uniform. 
Cast iron may be welded with oxy-hydrogen very 
successfully up to in thickness. 

For welding steel of more than % inch in 
thickness, the oxy-acetylene flame should be used 
under all circumstances. 

































726 


DYKE'S INSTRUCTION NUMBER FORTY-SIX-C. 


Miscellaneous. 

Fig. 5—Pre-boating furnace for cylinders. This 
subject is explained on page 721. When welding 
is finished tho cylinder should be covered with 
fresh layer of charcoal, heated—then allow to grow 



BLOCK INC. 


AIR. VENTS 

rig, s— Brick oven for preheating work. The work ehoold remain In the oven 
while the welding Is done 


'miNTO? 

CA5TINC 


SHEE1 

METAL 


FIPE 

PRICK 


WELTiNC 

TABLE 


cold slowly. Many shops will not take in water 
jacketed cylinder work—due to difficulty in the job 
holding. Cause generally due to improper pre¬ 
heating. Small jobs may be pro-heated with weld¬ 
ing torch, blow torch or forge. 




A means of electrically lighting the 
welding torch is shown above. A 
box. holding several dry cells, and a 
spark coil, is mounted at the rear of 
the welding truck, and is connected 
to a spark plug attached to the top of the frame. 
The plug is thrown into operation by a push button 
connected into the battery circuit. This system of 
lighting is adapted to short welding jobs. 

Fig. 4—A welding pilot light: When the gas in 
the welding tank becomes too low for welding 
purposes there is still sufficient gas for supplying 
a pilot light as per fig. 4. The light comprises a 
small gas tip arranged in a tin box as shown. 


Pointers on Welding. 

1- Ahvays shut off the gas at the cylinder valves 
when thfe work is finished. 

2 - Never leave pressure in the regulators when 
not in use. The pressure gauges will indicate. 

3- Never clean out a blow-pipe tip with a sharp, 
hard tool. 

4- Before attaching rubber hose to blow-pipe or 
regulator, make sure that the inside of the hose 
is free from dust or powder (used as a pre¬ 
servative), which is apt to choke the blow-pipe. 

5- Do not under any circumstances use oil or grease 
on oxygen cylinder valves or regulators. 

6 - Always see that the hose is clamped securely to 
the blow-pipe and regulators before using. 

7- Always turn on the cylinder valves slowly. 

8 - Never open acetylene cylinder valve more than 
one full turn of the spindle. 

9- In case the flame goes out at the tip or burns 
back of the tip, shut off first oxygen, then acety¬ 
lene at the blow-pipe. 

10- Always have a bucket of water handy while 
welding or cutting for cooling the blow-pipe 
tips when necessary. 

11 - If flame is not blue and part being welded is 
smoked black then the oxygen line is likely to 
be stopped up or tank is empty. 

12- In disconnecting an empty acetylene cylinder 
from the welding outfit, remember to CLOSE THE 
CYLINDER VALVE tightly. Remember that 
the acetone in an empty cylinder is inflammable, 
and that, should the temperature in the room 
increase, an open valve would permit vapor to 
escape, as well as any slight quantity of gas 
which might yet remain in the cylinder. For 
these same reasons, the railroads require that 
valves be closed before shipping. 

13- Remove “inflammable” red labels from acety¬ 
lene cylinders before shipping back and ship as 
“empty returned gas cylinder” to get lowest 
freight rate. 


Lead Burning With Gas. 

Lead burning is used for storage battery work, 
as explained on pages 471, 472. Oases or a com¬ 
bination of gases which can be used are given lie- 
low. In addition to using the flame for lead burn¬ 
ing it can be used for welding light metals. Ino s. 
20 and 24 are used most. 



No. 20 Imperial lead burning outfit 
for use with acetylene and oxygen 
consists of type F oxygen regulat¬ 
ing valve with 15 lb. pressure 
gauge; type 10R acetylene con¬ 
stant pressure regulator; 35' i 3 ®" 
rubber hose; bench-block with 2 
needle valves; type L lead burning 
torch with 4 tips; 1 wrench. $25. 
A torch with 4 tips, bench-block, 
16 ft. hose can be had for $9 where 
one is already equipped with a welding outfit using 
oxygen and acetylene. 



No. 24 Imperial lead burning out¬ 
fit for use with illuminating (hy¬ 
dro-carbon gas) or natural gas and 
oxygen in high pressure tanks. 
Consists of same outfit as above ex¬ 
cept an Imperial hydraulic back¬ 
pressure valve and purifier for 
coal gas or natural gas takes the 
place of the acetylene regulator 
and type L-2 lead burning torch 
is provided $25. 






No. 27 Imperial 
lead burning 
outfit for use 
with illuminat¬ 
ing (city) gas 
and compressed 
air. On account 
of the relative¬ 
ly lower temperature of this flame, 
this outfit works much slower than 
the others but costs less to oper¬ 
ate. Air pressure is obtained 
from compressed air tank which is 
used in most garages for filling 
tires. Outfit consists of type O 
Imperial torch; type O bench- 
block; 17' hose; gas shut-off cock; 
air shut-off cock $12. 


Torch For Radiator Work. 

Although the soldering iron, which is drawn to 
a very fine point, is used extensively for soldering 
radiators in close places, the torch can also be used, 
especially for reaching the inner part of cells of a 
cellular radiator. 

The torch must throw a very fine needle point 
flame. 

The type R-l torch, not illustrated, of the Im¬ 
perial make is suitable for this work and operates 
from city or coal gas and is similar otherwise to 
No. 27, price $4. 


Gasoline Gas Generator. 

A gasoline gas generator manufactured by F. L. 
Curfman, Maryville, Mo., is a very satisfactory 
method of generating gas for a torch for radiator 
repair work where gas is not obtainable and tho 
price is very reasonable, $12.50. 

A gas torch No. 70, to operate from this gasoline 
gas generator throws a needle point flame and sells 
for $3.00. Supplied by F. L. Curfman. 


CHART NO. 293-C—Pre-heating Furnace. Pointers on Welding, Lead Burning. 

A combination soldering iron, welding and lead burning torch is manufactured by B. E. Hicken, Sod-Tor-Lite Co., 
Prairie Hill, Mo. 






































































OXY-ACETYLENE WELDING. 


727 




Imperial portable truck. 

Welding, Cutting and 

No. 1 Imperial welding outfit: For all general 
welding work, from thin sheet metal to heaviest 
castings. Consists of type B welding torch with 
ten welding tips, extension, decarbonizing torch, 
regulators, gauges, hose, connections, goggles, com¬ 
plete supply of welding materials, ready for serv¬ 
ice. Weight, approximately 75 lbs., net, each.$75.00 
No. 3 Imperial cutting outfit. Intended for light 
and heavy cutting, from sheet metal to heaviest 
iron and similar work. Consists of type E cutting 
torch with 2 housings and 4 tips, regulators, 4 
gauges, hose, connections, goggles, hand-book, carry¬ 
ing case, etc., complete ready for service, net, 

each .$9S»00 

No. 4 Imperial combination welding and cutting 
outfit: A splendid equipment for all general work, 

garages, lepair shops, etc. Combination welding 
and cutting torch performs both operations with 
one torch. Consists of type B welding torch with 
type DB cutting attachment, ten welding and three 
cutting tips, decarbonizing torch, regulators, gauges, 


Decarbonizing Outfits. 

hose, connections, goggles, complete supply of weld¬ 
ing materials, ready for service. Weight, approx¬ 
imately 80 lbs., net, each .$90.00 

No. 5 Imperial duplex welding and cutting out¬ 
fit: This is a combination of the Nos. 1 and 3 

outfits for both welding and cutting and is the best 
all-purpose apparatus obtainable ut any price. Be¬ 
ing fully adequate to handle all kinds of welding 
and cutting within the limits of the process. Con¬ 
sists of a complete No. 1 welding outfit as described, 
and also includes a type E cutting torch with 
two housings and four tips and an extra pair of 
goggles and 25-foot lengths of hose. Weight, ap¬ 
proximately 90 lbs., net, each .$120.00 

No. 6 Imperial oxygen decarbonizing outfit: For 
decarbonizing gas engine cylinders. Consists of 
type G decarbonizing torch, type D regulator, gauge, 
hose, connections, etc., net, each .$15.00 

The Imperial Brass Mfg. Co., 1200 W. Harrison 
St., Chicago. 


Type DE cutting attachment for use with type B welding 
torch. Makes it possible to weld or cut with one torch, 
as furnished with Imperial outfit No. 4 .$20.00 


No. 1 welding outfit in carrying case. 


Type AA Acetylene regulator as furnished 
with all Imperial welding and cutting out¬ 
fits .$22.50 


No. 6 Imperial Oxygen decarbonizing out¬ 
fit for removing carbon from inside of 
cylinders and head of piston. See page 
624 explaining the operation. 


Type A Oxygen regulator as 
furnished with all Imperial 
welding and cutting out¬ 
fits .$25.00 


Type B welding torch as furnished with Imperial outfits 
Nos. 1, 4 and 5 .$25.00 


Type E cutting torch as furnished with Imperial outfits 
Nos. 3 and 5 ..$45.00 


CHART NO. 293-D—Oxy-Acetylene Welding, Cutting and Decarbonizing Outfits. 

A book on Welding and Cutting as supplied with the Imperial Outfits can be secured of A. L. Dyke, Granite Bldg., 
St. Louis, Mo., price $1.10 prepaid. 















































































—.. *'*"■'* 

—- ******* - ■ ■m mm e zr _.. •**•■**«■? 

- **«<«» 

-■ •’*w**»" *****?.: . ': **«««* 

^•^MUMWter,...'*»***«"* /«***«*», 



w 


Fig. 2 


v •v 


Fig. 21 


Silent Chains. 

Are used to drive cam shaft, generator, water pump, magneto, fan etc., instead of gears. 

^„. Tll „ e Morse silent chain as used on many cars (enumerated below), is different from other silent 

‘‘rocker pin 1 * 1 ’ t mt 4h<3 Morse em P lo y s two pins in the joint, one called the “seat pin” and the other the 

^ 0 P er ^ connect the ends of a Morse silent chain: Place chain over wheels to run in direction 

shown in figs^l^and ^ ° automobile £ront end drives, the arrow side of chain will be the near side, as 

nin» ends °f chain together and lap the link plates in regular order as shown in fig. 2; insert “seat 

points' inH r i vet ? d ,- on on ® end) from far side of chain, taking care that the ribbed side of pin 

points in direction of rotation of chain as shown in fig. 2. 

pin a-ain^Vflat C «frL P ^’‘ * fr0 + m ? ea ? 8 | de of chair \ as shown b y fi £* 2 * with segmental, or pointed, side of 

the two nins fl xtlfin r,rL i Cat * pin V a als ° to u war d direction of rotation of chain. The relative positions of 
tne two pins, when properly inserted, will be as shown by fig. 3, chart 294-A. 

a few sharpMows 0 ^ Tht hlmmlr* PiD ” aDd ' after backin S “P with bar ® r wed e e . over the end with 

nf tUtSli f ^ + e ne a Pitcb by amoving the “hunting link.” All chains containing an odd number 

called k Le ‘UuntiSgVnk “ hm leafed sectl0n marked “HL“ in fig. 21. This row of leaves (collectively) is 

position Mat? 1 cba ! n ,? ntil the hunting link is on top of a wheel; then with chisel in vertical 

A and B are gnift / lgh V a “*f le8 \°,? l& £ e ef washer ’ 6trike sharpiy with a hammer until washer. 

be driven nut «nH thoS^f 4 i }° m 5Hf tb ? ra fal1 off * This releases pins in the two joints which can then 
be driven out and the leaf-plates of hunting link will fall away when chain is lifted up. 

running arller iff to^rin^^h 6 ^ in le °& th on e pitch (one link), and all that is necessary to put it again in 
nectiona a. S Sh ends together mesh the link plates in regular order and make proper con¬ 

nections as stated above. The pitch of a silent chain is the distance from center to center of the pins 

link“° Ar?»nSi one pitch, by removing four links and inserting three, one of which is the “hunting 

tion* or £'^ ^ “ at <“ S 8hoWU ab ° ve > °" some a “ M 

falls & off eCt Atni 0 p n tn a thl b S' ° f i a i n arro , w ’ and ’ with hammer and chisel, cut washer C (fig. 31) until it 

falls off. Move to the right four links and cut washer D, also at HEAD of an arrow, in same manner. 

Section'S melh'if re 6 |„ V ! i a r r ed orX h w r iti 1 S ,*i£ ,AD ° f a ° arr ° W ' aa ° therwisa leaf 'P la ‘ aa » f **-"* 

__ ..^ r *. ve P.* ns from joints C and D and remove links marked 1, 2, 3 and 4 in fig 31 Insert a three-link 

rows' on old chafn “ akin & sure that arrow on new section point!'in same‘direction as ar- 

t • ' ^ ends together, mesh leaf-plates in regular order and make connections. 

7 ~ i *? only nece fsaryto remove four links and insert the section of three links as described 
t f , . e c ^ iai bs are used with an even number of links and do not contain a hunting link HL fi? 21 

t e chain contains a hunting link, it should always be shortened as described in instruction fig 21 S ' 

Dr£TPj° m FHf• 1 F 6 pr e ^ gin a 8 0n ^ Mc , h .¥ 0r 4 e “^ont-end” drive is used: Cadillac; Chalmers; Clyde; Colonial* 
Monitor; bfci 

* Chain Adjustment. 

Various methods are used for adjusting chain tension: For 
instance, if chain drives generator shaft, the generator can be 
moved in slot holes to adjust chain tension, or shaft on which 
sprocket is mounted can be rotated on an eccentric bearing, 
or if mounted in separate case, shims can be installed under 
the case. 

To adjust while running, tighten chain until noisy, then 
slacken to the point where noise ceases. Chain should be 
tight as possible without causing noise. 

To adjust where cover is removed, as in fig. 32, take hold 
of chain and pull long strand as far as it will go to test the 
. „ ,, , , . . , ... free movement. The total free movement will varv with th« 

length between .procket. If length ..from 5 in. to 7 inches, the total free movement rtoSFbZ*' to 
** * , 8 to 11 , % in. t® /6 in. If it becomes noisy remove 2, 4 or 6 links each; never an odd number! 

Morse adjustable sprocket, fig. 36 is designed for shafts, as generator shafts, etc. when shaft cannot 

♦ h ad h 1 **™ 6114 * Tb ? s P^ 0cket ( fi S- 36 ) is mounted on a bearing which is eccentric to the shaft 
By rotating the bearing sprocket is moved, thus adjusting chain tension. The drive is through sprocket to 
a P ,at ® 4 7^ e unyrersa^oin 4 at left end (fig. 36), to shaft. This joint also tends to reliev! vib^tion of 
ham and is called a vibration d ampener.” (Morse Chain Co., Ithaca, New York.) 



Fig. 36. 


2 c^~ ?° Connect, Shorten and Adjust the Silent Chain. (Morse as an exan^teT) 

An Adjustable Silent Chain Sprocket and Vibration Dampener. ** 

.“mSS« e »*."4t“.uSr“t.‘ , Sriki •Ss.’^Si* ,v 2 a \ v 3 - h * Ch r r 
l n o°,Z tS>°tiK e up ttl as. “ ,,er 8000 mi,es runaine - Ia * hiB ca " c a “ r -e.s^”r ^Tgh^Ve" 


























HOW TO USE TOOLS AND MAKE REPAIRS. 


729 


NOTE ARROW 
POINTS 



Fig. 4 —The marks on the camshaft 
gear (A) should line up with those 
on the crankshaft gear (B), before 
the gears are removed, and should 
be replaced In exactly the same 
position 


.WASHER 



DIRECTION OF ROTATION OT CEAJ? 


Fig. 3—In replacing the chains, 
make certain that the arrows point 
In the direction of rotation, and 
that the rocker and seat pins are 
In the position shown. Otherwise 
the chain will quickly ruin itself 


DISTRIBUTOR. 
SHAFT 


Fig. 2—i)6lng special pullers, both 
gears and chains, together with the 
distributer housing are removed at 
once. The generator universal 
must first be disconnected 

CHAIN 

CHAIN SPROCKET 


CAM 

SHAFT 



CRANK 

SHAFT 



Fig. 6—Position of the spark 
lever, when timing the ignition. 
The end of the lever on the 
quadrant should line up with 
the point of the arrow as Illus¬ 
trated 


Detecting Looseness. 

Looseness in the silent chains grows so gradually that it is scarcely to 
be noticed until the chains have become so loose that they jump the teeth 
of the gears. This, of course, destroys the timing. The amount of loose¬ 
ness may he felt b-y grasping the generator shaft and rocking it back and 
forth. Any great amount of looseness destroys the proper timing of the 
valves and necessitates a replacement of the chains. 

Disassembling. 

After removing all parts so that access is gained to chains, then turn 
the engine until one tooth of the camshaft-driven sprocket, “A,” fig. 4, 
which is marked with an arrow, is diametrically opposite the tooth with an 
“O.” A tooth on the crankshaft sprocket “B” has a similar arrow upon 
it, and the two teeth opposite each have an “O” mark. All should line up, 
as shown in fig. 4. 

Apply the special gear puller, as shown in fig. 2, to the crankshaft gear, 
next apply the special camshaft gear puller, as also shown in fig. 2. 

Working both pullers together, remove both camshaft and crankshaft 
gear, at the same time sliding the distributer housing and fan drive chain 
forward. All will come off together. (The usual method is first to cut 
the riveted head of one of the seat pins on the driving chain, and remove 
the seat pin and rocker pin. The driving chain is then removed. In 
refitting the new chains by this method, it is necessary to rivet the seat 
pins while on the gears and in the case. This is a difficult and tedious 
job. By the method outlined in this article, the chains are riveted on the 
bench easily, quickly and with a certainty of its being right.) Place the 
gears, chains, etc., on the bench, removing the camshaft driving chain. 

The Repair. 

Cut off the riveted head of one of the seat pins on the fanshaft driv¬ 
ing chain, and remove the seat pin and rocker pins. Remove the fanshaft 
driving chain. Clean all parts with gasoline and examine gears for wear. 
If worn, the faces of the teeth will be ridged, showing the marks of the 
chain links, and must be replaced. 

Place new fanshaft chain over the fanshaft gear with arrows on outside 
links pointing in direction in which the chain is to run (fig. 3.) 

Rivet a small washer onto one end of a seat pin in a vise. Bring the 
ends of the chain together. Insert a rocker pin, then drive the seat pin 
with its washer into place. Be certain the rocker pin and seat pin are 
in the position shown in fig. 3. Head over the end of the seat pin. Rivet 
up the new camshaft driving chain in the same manner. 

Assembling. 

Place the camshaft gear on the fan chain, with the mark “0” in the 
lowest position. Place the camshaft chain on the gear, with the arrows 
pointing in the direction of rotation. Place the crankshaft gear into the 
camshaft chain with the marks as shown in fig. 4. Now slide the whole 
assembly into place on the engine, driving the gears home with a brass bush¬ 
ing and machinist’s hammer. Replace nut and washer on crank shaft 
end and then replace parts which are disassembled. 

The Valve Timing. 

The valve timing was automatically cared for in re¬ 
placing the camshaft driving chain as directed, pro¬ 
viding the valve tappets have the proper clearance. The 
exhaust tappet should have .003 inch clearance, the in¬ 
take .002 inch; the exhaust should close and the inlet 
open on dead center. The inlet should never open at a 
point more than 1 in. on the flywheel, past dead center. 

Ignition Timing. 

Open compression relief cocks, crank engine until 
No. 1 cylinder (the one nearest the radiator, on the 
right hand side when facing the engine from the front) 
is on the firing center. The pointer above the flywheel 
will then be exactly over the mark 1-5 on the flywheel, 
and both valves of No 1 cylieder will be closed. 

With the timer open, as shown in fig. 11, page 132, 
loosen lock screw (A) slightly. Then Bet spark lever 
as shown in fig. 5. 

Connect test lamp into primary circuit, as shown in 
fig. 7. When the breakers are closed the light will be 
lighted, if the ignition switch be closed. 

Replace distributor rotor and turn by hand until the 
distributor brush is under the terminal marked No. 1 
on the distributing cover. Turn on the ignition switch. 
The light should light. Turn rotor very slowly, in the direction it is driven 
by the engine, until the lamp goes out. Remove rotor, tighten screw (A) 
of fig. 11 (page 132). 

Replace rotor and retard spark. 

Then move the spark lever slowly 
back toward the point of the arrow, 
as shown in fig. 5. When the point 
of the arrow is 
reached the light 
should go out. 

If not, reset ro¬ 
tor and cam as 
directed. 



PRIMARY TERMINAL 
ON T1KER 


FIG.7-8V PLACING A TEST LIGHT 
IN THE PRIMARY CIRCUIT.THE 
EXACT INSTANT THAT THE SPARK 
OCCURS CAN BE DETERMINED.AS 
•THE LIGHT THEN GOES OUT. 


CHART NO. 294-A—Replacing Silent Chain. Valve and Ignition Timing on Cadillac. 

Chain alignmentswhen tightening a silent chain by movement of generator—if it is not moved in perfect align¬ 
ment it will cause chain and sprocket to wear rapidly. This is most important. See also pages 128 to 133. 































































730 


DYKE’S INSTRUCTION NUMBER FORTY-SIX-D. 


INSTRUCTION No. 46-D. 

USEFUL SHOP HINTS AND DEVICES: Labor Saving Short 
Cuts in Repairing. Time Savers for the Shop. Miscellaneous 
Shop Kinks. Tools for Straightening Fenders, Etc. 


Miscellaneous Shop Devices. 


This section is intended for miscellaneous 
shop hints, useful and time saving devices 
and methods for the shop. The material is 
collected from various sources. The writer 
has not tried out any of the examples shown 
but having taken same from reliable jour¬ 
nals, the matter is evidently practical and 
many different repair jobs can no doubt be 
made easier or quicker by the use of them. 



*Fig. 1—Extension socket 
wrench: By mounting a socket 
wrench head in the end of a 
4 ft. length of 2-inch pipe, an 
extension wrench is made that 
facilitates the removal or re¬ 
placement of the nut on the 
rear axle drive pinion. A steel 
ring is first shrunk on the end 
of the pipe, to provide strength, the pipe is heated 
red, and the cold socket wrench head driven into 
the pipe. When cool, the head is firmly held in 
place. Because of the long handle, a pipe Avrench 
may be used to get a leverage, and the workman 
may work from an uncramped position. 




Fig. 2—One method of 
locking a car. Hole is 
drilled in clutch pedal 
arm for the insertion of 
a padlock. Prevents use 
of clutch. 



Fig. 2A—To at¬ 
tach charging wires 
to batteries where 
charging is done con¬ 
tinuously, a wooden 
plug is handy. 



Tig. 3—Axle stand: Work is facilitated by 
the use of this special stand. The one illustrated 
is fitted with rollers and permits the chassis to be 
moved about, rendering the parts more accessible. 

*From Motor World. 


♦Fig. 6—It is difficult to transfer oil from the 
common oil barrel to a smaller container unloss 


OLD VALVE STEM 

J 



==&. 


some special outfit is a) 
hand, such as Illustrated. 

The oil is forced by air 
pressure from the bar¬ 
rel. Air pressure is ap¬ 
plied through a valve 
that is an ordinary tire 
valve soldered into an 
old spark plug shell, 
uemswet which in turn is screwed 
into a hole in the bar¬ 
rel. The oil is delivered 
through a bent brass 
pipe, passing through a 
second spark plug bush¬ 
ing, also screwed into a 
hole in the barrel. This 
pipe must he long 
enough to extend nearly 
to the bottom of barrel, as shown by dotted lines. 
Packing is placed between the bushing of the 
plug and the shell, so that the tube may be 
adjusted to any barrel, and the amount of oil 
is readily regulated by the pressure applied. 

Fig. 6—A self-opening repairshop door is shown. 
The door is of the sliding type, hung on a hori¬ 
zontal track, but counterbalanced with weights 
swung over a pulley so that it automatically 
opens when the catch is released. This catch is 
of the hook type, and connected with a hinged 
board placed across the roadway, the car itself 

releasing the catch and 
allowing the door to 
open. One of these 
hinged boards is placed 
both on the inside and 
the outside of the doer, 
so that one entering or 
leaving has only to get 
out of the car once. 



Fig. 7—Cadillac patented condensing device: 
With this device it is possible 
to use with safety the expensive 
alcohol solution as an anti¬ 
freezing cooling medium. A 
condenser of simple construc¬ 
tion is attached to the frame, 
and is connected by a tube to 
the overflow which run* from 
the upper tank of the radiator. 

Alcohol vapor driven out of 
the solution by heat, as well as 
any water vapor, is restored to 
liquid form in the condenser. 

When the ra¬ 
diator gets 
cold, the va¬ 
cuum produc¬ 
ed by the con¬ 
traction of its 
contents auto¬ 
matically causes surplus liquid in the condenser 
to return under atmospheric pressure to the ra¬ 
diator. (This device is patented and merely Bhow* 
to" explain the principle.) 






















































781 


USEFUL SHOP HINTS AND DEVICES. 









OH ART NO. 295—Straightening Bent 
page 745.) A Car Lifting Device. 


Frames. Straightening Bumpers, ±enaers, bic. (see a iso 


Fig. 1. ' 


Straightening Bent Frames, Etc. 

Fig. 1—Straightening a bent frame: To make the repair, the 
radiator is removed, a pan of charcoal placed under the frame, and 
pieces of charcoal heaped around the bend as shown; the frame is thon 
heated up about the bent portion by playing upon the pile of charcoal 
with the flame of a blow torch. 

As the frame is brought to a cherry-red heat the device A is applied 
and used in connection with a wooden beam B which supports tho jack. 

The torch now is set aside, the charcoal removed, and while ob« 
man carefully operates the jack and slowly draws the bent member 
back to its proper shape, another assists the operation by tapping and 
shaping the heated section with a hammer. 

This hammering is quite necessary and an important factor in 
bringing about a successful result as it assists the molecular action of 
the steel, and prevents the end of the frame from springing back out 
of line as the job cools off. 

The entire straightening process must be done while the injured 
section is red hot and the job completed before the red color is lost. 


Fig. 2—Bent frame horns may be pulled back into place by a 
chain, providing the force is applied in the proper place. Hie 
method of attaching the chain is shown, and the force is applied 
by twisting the chain with a steel pinch bar. A jack, placed 
against wooden blocks and with a chain sling over it as shown, 
may be used to straighten the side members of the frame. 


Fig. 3—Frames may be straightened without heating and some¬ 
times without even dismantling the car by means of the simple 
device Bhown. It consists of a wooden beam 4 in. x 6 in. x 5 ft., 
reinforced with iron & in. thick on each side. The beam forma 
the base of the device, to which are attached the steel arms 
which fasten to the frame. A powerful jack is used to apply 
the required pressure to bring the frame back to normal. A chain 
may be substituted for either of the arms. 


AfPW HoA.T 
TO SHADED 


TNpGoF 

BEND 


p Ifl . e—When one cheek and part of the face la buckled, only the bent parts should be heated. Fig. 10—When the face Is buckled 
very little heat should be applied to the cheeks. Fig. 11—When both cheeks are buckled heat ahould not be applied to the face 
but to the shaded portion. Fig. 13—Small crimps may be taken out with heat and a monkey wrench 

central member, 


Fig. 4 — Straightening 
dents in bumpers and simi¬ 
lar articles can be done in 
minimum time with the de¬ 
vice illustrated. It is not 
necessary to remove the 
bumper from the car. The 
which does the pull- 
be slid from one end to the 


CoRVtO wood 
BiuSCK. 


ing, may 

other, as required, so that a dent in any 
part of the bumper may be removed. 


DOOR 


Fig. 2. 


Fig. 14—A wooden crank 
shaft support for fitting 
connecting rod bearings to 
crank shaft when removed 
from engine. 


Fig. 3. 


Another method of straightening a 
bent frame. 


Fig. 16—A Soldering iron 
stand which can easily be 
made and well worth the 
time. 


» Easy method of removing dents 
from lenders with the use of a shaped 
wood block 


HOLD BLOCK KEFi 


A fonder straightener made of oak 
3x4, 4 ft. long. 


(Motor World.) 














































































732 


DYKE’S INSTRUCTION NUMBER FORTY-SLX-D. 



Fig. 3—Fitting 
a muffler “cut¬ 
out/' Mufflers 
sometimes are not 
large enough or 
are clogged up 
and offer “back 
pressure’ ’ or re¬ 
sistance to the 
full passage of the exhaust. A “cut-out” is help¬ 
ful in climb-ing hHls and to help keep engine cool. 
The muffler cut-out is also a convenient method of 
ascertaining (by listening), whether all clyinders 
are firing regularly. 

Muffler “cut-outs” are installed by cutting a hole 
in the exhaust pipe just ahead of the muffler. Fit¬ 
tings can be had from supply houses ready to fit 
and with full instructions, (see also page 84 and 
page 608.) 

Attention to the cleaning of the muffler must not 
be lost sight of, for this is a point having a great 
effect upon efficiency. For open cars the writer 
considers a cut-out a necessity; not for roaring 
through towns or villages, but for the purpose 
of testing the firing and carburetion. 

Although it is necessary to remove the muffler for 
a thorough cleaning, it is quite possible to effect 
a satisfactory temporary cleaning of the badly ob¬ 
structed passages by tapping its sides all over lightly 
with a hammer or mallet. The result will be that 
much sooty accumulation will be knocked off and 
blown out through the tail pipe. 

Fig. 4—Fitting 
an exhaust whis¬ 
tle: The exhaust 
whistle is blown 
b.y the exhaust 
pressure, for in- 
tance; instead 
'I of the exhaust 
=* going out into 
the open air, as 
in muffler cut-out, fig. 3, it passes into the whistle. 

When fitted to an exhaust pipe the exhaust is 
temporarily cut off from the muffler and thrown 
into the whistle by a special valve attached to the 
exhaust pipe. Multiple engines blow a whistle 
almost steady, but single and double cylinder en¬ 
gines blow in jerks or uneven blasts. 

Fig. S—Testing 
shaft alignment: 

When the engine 
i 8 overhauled 
the setting of 
the crankshaft 
with respect to 
the gearbox 
shaft should be 
carefully tested. 

The simplest way 

tO do this is to P'GiDeTiee (or centring ihafte of gearbox and clutch. 

arrange an indicator on the gearbox shaft, as 
shown in the illustration. This consists of a stiff, 
straight piece of wire clipped to the shaft, and then 
bent at right angles in the form of a pointer. If 
the centers of the shafts exactly coincide this 
pointed end will clear the edge of the flywheel an 
equal amount all round. If the centers are slight¬ 
ly out of alignment the pointer will be nearer the 
flywheel edge at one part of its circumference than 
at another. By having a sliding adjustment to the 
pointer a very accurate setting can be made. The 
gearbox can always be slightly packed or raised 
by means of very thin sheet metal shims, placed 
under its supports, to effect any adjustment required. 





♦Fig. 9. Illustrates a dolly, but the top hooked 
member should have another hook opposite so that 
axle will set into the space. Chaips with catch 
hooks should be provided to pass over axle to pre¬ 
vent side play. 






Fig. 7—Attaching Con¬ 
necticut shock absorbers: 

S-hock absorbers are nec¬ 
essary accessories. They 
prevent the rebound of 
springs after the spring 
action and thereby pre¬ 
vent springs being brok¬ 
en by the sudden up mo¬ 
tion of car which is com¬ 
mon in going over cros¬ 
sings, etc. 

If properly fitted, they 
are worth many times 
their cost. To fit—first 
frll the grooves inside 
the bushing in the end 
of each arm with gra¬ 
phite grease. 

In order to secure sat¬ 
isfactory results it is im¬ 
portant that the angle of 
the arms be correctly 
adjusted so that the cam 
which operates against the springs in the absorber 
will be in normal position when the car is loaded 
and standing still. 

Care should be taken that the absorbers are so lo¬ 
cated that they will not strike the frame when the 
car is in motion. After the fittings have been at¬ 
tached, slip the absorbers on to the studs of the 
fittings by loosening up the adjustment nut, so that 
the arms can be palled apart any desired distance. 

Load the car with full number of passengers the 
car is designed to carry and tighten up the ad¬ 
justment nut. The lock washer should be on the 
stud and the nut tightened securely so that there 
will be no danger of the adjusting segment slipping. 
See that the cotter pins are all in place in the end 
nuts. 

After the absorbers are attached no further ad¬ 
justment or attention is required. (Manufacturers 
are Connecticut Shock Absorber Co., Meriden, 
Conn.) See page 26 for other types. \ 

Towing In Disabled Cars. 

Fig. 30—A tow-bar whereby two cars may be 
brought in by one driver. A towing bar, attached 
to the rear of the driven car, pulls the towed car 
by a clamp in the front axle. The bar extends 
behind the axle, and a stud on a clamp on the tie 
rod goes in a hole in the bar. In this way, when 
the bar turns, it moves the tie rod, and the towed 
car follows its leader. 





[V ro 

ROD ' 

Fig. 30: A tow-bar 
which will guide the 
car being towed. , 



Fig. 9: A dolly for towing in cars where either 
the front or rear axle is disabled. For instance, if 
rear axle is out of commission and car cannot be 
towed from the front end, then it is necessary to 
place a dolly under rear axle and tow car back¬ 
wards, or from the rear end. In this instance the 
steering wheel can be tied by passing a light rope 
around windshield brace, then tied to steering 

wheel then to other side of windshield brace which 
will keep the front wheels in line. 

The dolly can be made of heavy metal wheels 
11 di., 6" hub and 1%" spindle. A tongue, pre¬ 
ferably an I-beam steel member about 8 or 10' 

long with a coupling pin to couple onto the tow 
link of the service car (see fig. 1 , page 759), is 
mounted on the heavy metal axle of the dolly. A 
hooked shaped flat piece with a hook at each end 
is provided to set the axle or differential housing 
on and to hold axle in place. Then chains are 

passed around the axle housing and fastened to 

axle of dolly, in order to keep the axle from mov¬ 
ing sidewise. The rear end of service car is then 
coupled to end of dolly and car towed backwards 
The axle of dolly, in fact all parts must be very 
substantial as the vibration is very great. 


C ^ A ? T a?°'^ ) 3 ‘ A r Mufn ^ “Cut-Out.” Exhaust Whistle. Testing Shaft Alignment. Fitting 
Shock Absorbers. Towing Trucks. ^ 

Rain vision wind shield—see page 739. *Can be purchased of Modern Auto Repair Co., St. Louis, Mo. 














































































DODGE STARTER-GENERATOR ADJUSTMENT. 


733 


OH. 

c**mo $*ACcn 
**noc*xr-CKD mousing - 



Brush 

Commutator 


3rd Brush 
•Plate Adj. 
Stud. 


-ftAO. 

LOG KiNG-dLCCH 


"OtARiWO-C-^ 


ftXT 

'O.UM6 - «*£mCK» 


•Clamp Screw 

3rd Brush 
Plate Clamp 


Third Brush Adjustment. 

Turn 3rd brush plate adjusting screw in rear 
of generator just below fuse (fig. 2), in anti¬ 
clockwise direction for greater charging rate. 
This moves brush in direction of rotation. 
To decrease, move screw clockwise, see also 
pages 370, 924. 

Shunt Field Fuse. 

The fuse (fig. 2 above and page 370), is lo¬ 
cated on the outside of the commutator-end 
housing of the starter-generator is inserted in 
the shunt field circuit; and is designed to 
blow if the battery circuit is opened, thus 
protecting the system by rendering the 
starter-generator inoperative. 

Therefore, if the machine fails to charge the 
battery at any time, inspect the fuse first of 
all; and, in case it is found blown, replace it 
with a new one. If the new fuse in turn 
blows as soon as the machine is started up, 
make a careful search for the cause of the 
trouble before running generator again. 

Removal of Armature. 

1—Remove four nuts on sprocket end of gen¬ 
erator an-d pull plate off with armature; 2— 
undo pinion sprocket nut and pull pinion off; 
3—remove bearing bsiek of sprocket, which 
comes off when the armature is driven out 


Brush Holder Stud 
Brush 

Brush Holder 

To Remove and Replace Chain. 

1—Remove housing enclosing starter-genera¬ 
tor pinion; 2—turn engine over until master 
link is exposed; 3—break master link and at¬ 
tach both ends of new chain to old chain; 
4—crank engine over until new chain is in 
place, when old one may be removed and ms\s- 
ter link of new chain closed; see also pages 
411, 369 and 728. 

To Adjust Chain. 

See page 369 and illustrations, fig. 1, below 
and pages 411, 728. 

Oil Adjustment. 

1—Oil gage on dash should show pressure of 
2 to 4 lb. at 20 m.p.h.; 2—if pressure is to> 
low or too high and investigation shows that 
adjustment is required, then remove spring! 
in by-pass located directly in front of th< 
water pump, stretching it for more pressure 
or cutting it off to give less pressure. 

To determine whether oil is fLowing through 
feed pipe inside crankcase when gage does 
not work, it is best first to remove oil in¬ 
spection plug just beyond the lower rear cor¬ 
ner of the rear valve cover plate. If oil 
spurts out at this point with engine running 
it shows that trouble is in the gage. 
Carburetor Care. 

To clean metering pin, undo bottom nut on 


of the plate. The front armature bearing is car buretor (page 178), withdraw pin and 
lubricated automatically from the chain. * . 



Sf S SS set Screw 
* ^ Nut 


wipe off with a rag moistened with hydro¬ 
chloric acid. 


V-Block Stud 
j Bracket^ 


V-Block 
Stud 


Locknuts 



O co 


V-Block 


Front Flange of Engine 
Cylinder Block 



Starter- 
Generator 


If air valve sticks, the air 
valve stem may be dirty, 
move carburetor mixing 
chamber and bottom flange 
and unscrew the two parts 
of the valve. When apart, 
wipe stem, or neck of air 
valve which slides in a 
guide in the body of car¬ 
buretor with a rag, moist¬ 
ened with hydrochloric 
acid. Adjustment of car¬ 
buretor is explained on 
page 178. 


CHART NO. 290—Dodge Starter-Generator Adjustments—see also pages 396, 370, 924. For ad 
justment of Dodge Clutch, Brake, Rear Axle, etc., see pages 931, 932, 666, 689. 





















































































































































































































DYKE’S INSTRUCTION NUMBER FORTY-SIX-D. 


734 


O 




f\ 

AY\ 

V 

w) 

I// ^7 | |t: 


r: - ^ 



rig. 2—Cut a slot in 
a cap acrow head with 
a hack saw and use 
screw driver—to start 
cap acrcwa in Inacces¬ 
sible places 


rig 3—Showing method for tightening a loose 
throttle control lever. Remove the lover from the, 
car, place it on the anvil portion of the vise, strike 
it a few sharp blows with a hammer, as indicated 
in the illustration, whereupon,- on refitting the lever 
to the end of the rod, instead of fitting loosely, 
it will be necessary to force it on by lapping it 
into place with a hammer; the nut then be re¬ 
placed and the trouble eliminated. 


Two hook saw blades mounted side by side will cut a wider slot. 



In fig. 2 are shown some right and wrong methods of securing the 
tow rope to the vehicle to be towed. The best way is shown at G, a 
piece of wood being tied under and across the frame horns as illus¬ 
trated, and a single rope connecting it to the rear of the towing 
vehicle. 

To loop the rope under the frame as at D is very bad, as a severe 
•train would bend the horns inward. 

The bowline knot is the best to use at all times as it is easy to 
make and as easy to untie; it is illustrated at C. In the same il¬ 
lustration, attention is called to the cloth wrapped about frame to 
prevent chafing. 

When a bar of wood is not readily obtainable, and a heavy car is 
to be towed, the rope may be secured as illustrated at B; two half 
hitches being used, as shown at A, to Becure the rope to the horns of 
the frame, and the rope between the two horns being left slack. 
When using this method, the bights also should be as long as pos¬ 
sible. Two long bightB are shown at E; whilst an undesirably 
short bight is depicted at D. A shows how the two half hitches 
are made, and B shows how they look when drawn taut, the 
slack being shown in the rope between the horns H to prevent 
their being drawn together. 

The knots at A and 0 are the most useful. Their advantage over 
other knots is that they will neither slip nor jam.—From Motor Age. 


Fig. 3—A temporary spring re¬ 
pair: In fig. 3 is shown how a tem¬ 
porary repair was made upon a 
spring whose three lower leaves 
were broken on striking an appar¬ 
ently shallow hole in the road 
which was filled with water. After 
the break A occurred, the car was 
slowly driven to the next farm¬ 
house, where some 2 by 4 blocks, 
a saw and some baling wire were 
obtained. The short block E was 
cut off first and two shallow grooves 
S were cut into one side of it so 
that it would clear the spring clips 
and rest flat on the central por- 
ition of the top spring leaf. The 
sides of these slots were cut with 
a saw and then finished up with a 
cold chisel carried in the tool kit 
of the car. The piece B then was 
cut off and nailed to the short 
piece E, so that the sides were 
flush and its ends extended over 
the ends of the short block equal¬ 
ly distant on either side. The top 
block C, which was made just a 
trifle longer than the short bottom 
block, was cut off and slotted in 
the same manner a3 the under 
block, only the slots were not so 
wide and farther apart as de¬ 
signated by the letter F. This block 
then was nailed to the long place, 
centrally located with the slot! 
up. The frame of the car. was 
then jacked up so that the injured 
end of the spring was a little 
above its normal height, and the 
blocks were set' in position as 
shown and securely bound into 
place with the wire D. When this 
was done a few strands wore 
wound about the two top pieces, 
as at F, to add to their security; 
then a few more Btrands were 
bound laterally around the whole, 
as at G. This completed the tem¬ 
porary repair. 



A block and tackle consisting of two 
double-sheave pulleys and a 114 -in. rope 
will be found of considerable assistance 
in wrecking work. It may be used for 
Raising a car when there is a tree avail¬ 
able, and it is particularly good for pull¬ 
ing a mired car out. One of the pairs of 
pulleys is attached to a tree or some 
other substantial object, the other pul¬ 
ley fastened to the car that is in diffi¬ 
culty, and the free end of the rone tied 
to the tow car. 


*The Pull-U-Out is a 
very powerful and satis¬ 
factory device for pul¬ 
ling cars out of mud 
holes, something indis- 
pensiblo when touring. 

This device is suited 
for a number of pur¬ 
poses. In addition to a 
“pull-out’' it can be 
used as a hoist and many 
other purposes. 

A pressure of 30 lbs. 
on handle will lift 1 ton. 

An ordinary 
block ana 
tackle would 
require 176 
lbs. pressure. 

Address 
Pull-U-Out Co. 
2 0 18 Market 
St., St. Louis. 


f*ACTU»f 



CLIP 
.TnQtAO AT 


Q* lc*st r'LO*c 


O Q.—2H\rr» 


Ti- 



11 


-31 





ELEVATION 

Another temporary repair 
on an automobile spring; 
The width of the braca 
should be equal to tlie width 
of the spring and the part 
B long enough to lay ey«r 
the clips holding the spring 
to the axle. The ends 0 
should be about 3 inch** 
long. Such a brace will 
effectually repair either a 
front or rear spring. 


CHART NO. 297—Miscellaneous Repair Hints. Towing a Car. Temporary Spring Repalm 

★ The Pull-U-Out has advantages over the old-fashioned block and tackle, being lighter and more powerful. Can 
be used for hoisting as well as pulling. Pressure of 30 lbs. on handle will lift one ton. A triplex chain block 
would require 82 lbs. and an ordinary block and tackle 176 lbs. 








































































USEFUL SHOP HINTS AND DEVICES. 


736 








CHART NO. —Miscellaneous Shop Hints. 

*See pages 711, 712 and 696 for a gas heater. Write Chicago Solder Co., 218 N. Union Ave., Chicago, Ill., 
for self-fluxing wire solder. 


♦How To Operate a Gasoline 
Torch—single jet type. 


Fill about % full of gasoline; 
filler plug on this type is at. bot¬ 
tom of tank (A). The torch is 
turned up side down, gasoline 
poured in and plug screwed up 
tight, being sure it does not leak. 

Air is then pumped into tank 
(A) by air pump plunger (P), 
being sure gasoline valve (V) is 
closed. Then hold hand over mixer 
tube (M) and slowly open valve 
(V)—gasoline will drip into heater 
(D). Light this gasoline with 
valve (V) closed. This heats the 
pipe (R). After the gasoline in 
heater (D) has burned up, the heat 
should be sufficient to vaporize the 
gasoline causing air and gasoline 
to flow through pipe L & R from 
tank (A) to burner or mixer (M) 
when valve (V) is opened. A match 
is applied to this mixture and 
should be blue in color—if yellow 
then heating is not sufficient and 
operation must be repeated. It 
is advisable to protect the flame 
from wind when heating. 

All torches work on the same 
principle. Some, however have two 
valves, as per page 711, fig. 1, 
which is termed a “double-jet.” 
They are also constructed with 
pots over the flame for melting 
lead in, these are termed “fire 
pots.” 

For brazing a similar principle 
ia used except a larger tank and 
burner and separate air pump 
which pumps 75 lbs. into tank—see 
page 712. 


A Carbon Remover and 
Water Injector. 

Fig. 12—This device, it 
is claimed will remove car¬ 
bon by injection of steam 
into inlet manifold which 
loosens the carbon and per¬ 
mits it to be blown out the 
exhaust. It also admits air 
directly into the combust¬ 
ible mixture, which means 
more complete combustion 
or power. 

It is often desired to 
paint or repair a top with¬ 
out leaving the car in the 
repair-shop. A simple sup¬ 
port that permits this is a 
rectangular wooden frame¬ 
work notched to hold the 
top irons. The top is placed 
on this framework. 


LOO * HEfie 


HOLE CUT 
large ENOUGH 
TO PUT LAMP 
INTO SOCKET 


BABBIT METAL 


WL/GHT //V BASC 


Fig. 20—A tank for testing in¬ 
ner tube leaks for tire repair shop 
is shown to the left. It ia 6 in*, 
wide and 8 ins. deep. 


A shop light, made of a 
can protects the globe 
and not easily turned 
over. 


I—A loose motor support tearing 
map cause ° ,cnocfc • 


. BUT 


For “running engines in” after 
they are overhauled the simplest 
arrangement is probably to connect 
the front end of the crankshaft to 
a shaft driven by belt from the 
line shafting. This coupling may 
be of the starter crank type. The 
engine should be supported on a 
low stand and the driving shaft 
should be provided with a univer¬ 
sal. The shaft is most Bimply 
mounted by bolting it to the legs 
of a lathe or planer, aB illustrated, 
and the shaft is driven directly 
from a pulley on the line shafting, 
(see also Ford Supplement.) 


CMI7Y 


Common Cause of Misfiring 

3— A worn valve guide leaks oil and per¬ 
mits extra air to be sucked into the cylinders' 

4— A turned or broken gasket may cause an 
air leak 

5— A sticking air valve will cause misfiring 
and perhaps backfiring 

6— The cause of misfiring may often be 
traced to leaky cylinder plugs 


Home made valve 
spring lifter. 


An ordinary geared 
hand drill clamped in the 

vise can be used for 
touching up a valve or 
filing a taper pin when 
a lathe is not available. A wood “rest” 
or steadying piece must be placed behind 
the valve. It can be fixed by a screw or ' 
clamped to the bench. 


A very small grinding wheel For 
mounting in a lathe may be used for fine 
work. The wheel is approximately 1 in. 
in diameter and runs several thousand 
revolutions per minute, this speed being 
obtained by a double belt reduction from 
the driving drum. The intermediate pul¬ 
ley really floats in the air, the shaft it 
slides on being merely to hold it in case 
one of the belts should break, thereby 
destroying ite equilibrium.— 


Method of straight¬ 
ening a bent shaft or 
rod such as a valve 
stem. The viae i* 
used as a lever. The 
supports are grooved 
and adjusted to s«tt 
the bend. 




































































































































736 


DYKE’S INSTRUCTION NUMBER FORTY-SIX-D. 



A bumper in the rear as well as the 
front is now the approved method. 
Tb# Emil Groesjnan Mfg. Co. of Bush 
Terminal, New York, manufacture the 
bumpers for the rear or front. Write 
for catalog. 


GOOD WINDSHIELD CLEANER. 

One of the essentials of bad weather driv¬ 
ing la some provision for keeping the top 
glass of the windshield free from snow or 
rain. Chemical preparations are sometimes 
used to give the surface of the glass a greasy 
surface, so that the rain will run off rapidly, 
but this method is not effective against snow. 

Scraping off the surface of the glass is 
perhaps the most effective method yet devised. 



5v\ r 


n 


,L 


ij 

j 


fll 




ts 

Rubber 

Tubing 


Glass 


Silencing Mechanical Horns. 

Oar owners are often annoyed by 
small boys who persist in Bounding 
the mechanical horn when the car 
is left unattended. A simple, but 
effective, method of discouraging 
this practice consists of drilling a 
small hole through the plunger rod 
and slipping a cotter pin through 
this hole when the car is left alone. 

While the cotter pin may be eas¬ 
ily removed when the owner of the 
car returns. 

Window Cleaner. 

For removing dust from windows the 
ordinary rubber edge window dryer com¬ 
bined with a nozzle which gives a flat 
spray the full length of the edge, may 
be used with a considerable saving of 
time. The nozzle is made from a piece 
of copper pipe, which is flattened and 
flared, as shown, and is then strapped to 
the handle. The water is turned on and 
the tool is rubbed up and down the v.nn- 
dow surface, thus removing all dust and 
dirt; then the water is shut off and the 
window is dried by scraping the drops 
away — 


A simple cleaner may be made of a 
piece of rather heavy steel, or brass, 
wire about a quarter of an inch in di¬ 
ameter, and a piece of rubber tubing. 
The wire is bent in the form of a 
double loop, and a piece of rubber 
tubing is slipped over each free end 
•f the wire. If the wire is coated 
with rubber cement, before the rubber 
tubing is pulled on, there will be no 
obance for the tubing to come loose. 

The middle of the wire loop should 
rub on the inside of the glass at a 
point about opposite the middle of the 
rubber tubes. ,© chat an even pressure 
will be exened by the rubber tubes 
ever their wnole length on the sur¬ 
face of the glass. (Fordowner.) 





Spraying Device 
Made oi an Oilcan 
and a Fool Pump 



STEERING POST PULLER 
Tw» wooden blocks clamped to the 
steertag post by a heavy raetal clamp 
offer a coaveaient brace for a jack, thus 
permitting the removal of the steering 
post. After applying a strain to the post 
by Means of the jack, a few blows on the 
blocks with a heavy hammer so loosen 
the poet that it may be drawn out with¬ 
out injury.— • 


OIL STORAGE SYSTEM 

An oil storage system whereby the oil 
is discharged by gravity,, is shown. It 
comprises several tanks, as many as 
there are kinds of eil to be stored, held 
close to the ceiling on pipe standards, 
and each pipe connected to its discharge 
valve. Oil is transferred from the origi¬ 
nal barrel by air pressure, through 
a special connection, in the manner illus¬ 
trated. In addition to facilitating the 
withdrawal of oil, this method gets the 
storage tanks up out of the way, and 
saves much valuable room.—I 



All? 

sumr 


Rough surfaces, such as garage walls, 
may be painted or whitewashed quickly 
and economically by the use of an air 
spray similar to that used for cleaning 
motors with kerosene. The paint 'or 
whitewash is placed in a bucket and the 
application of air pressure to the nozzle, 
whose construction is plainly shown, 
atortiizes the liquid and sprays it against 
the walls. Valves are provided for reg¬ 
ulating both air and liquid flow, and 
with a little experience it is easy to 
obtain an adjustment which will allow 
an even and economical application of 
paint.— 


Painting an Automobile Radiator 

Painting an automobile ^radiator 
quickly and thoroughly with a brush i* 
difficult. „A homemade spraying outfit 
similar to the one shown in the illus- 
tration made.the job easy. 

The outfit consists of a Mj-gal, Oil¬ 
can, made into an atomizer by attach¬ 
ing a tire pump to the end of the air 
pipe B. A piece of small brass pipe. 
:A, was mounted in one side of the can. 
the upper end of it extending a short 
distance outside of the top. A sec¬ 
ond piece of pipe was mounted in a 
horizontal position in the top of the 

can, as shown at B. If a handle is 
attached to the can, as at C, the piece 
of pipe B may pass through it length¬ 
wise and extend a short distance be¬ 
yond the end of the handle. Both 
pipes were soldered to the top of the 
can, and the screw top was provided 
with a gasket to make it tight. 

When the air is forced through the 
horizontal tube B and caused to pass 
across the opening in the upper end of 
the vertical tube A, the liquid in the 
can is drawn up and forced out in a 
fine spray. A mixture for spraying the 
• radiator may be made of. lampblack 
and turpentine. A sheet of paper 
should be placed back of the radiator 
to protect the engine, and around the 
outer edge, to prevent the liquid from 
bespattering the brass finish.- 


CHART NO. 299—Useful Shop Hints and Devices. 

















































































USEFUL SHOP HINTS AND DEVICES. 


737 


♦Testing Circuits. 

Tl:e test of electric circuits is simple if 
one will divide the electric system into 
units (see also, page 416) —For instance: 
(1) Starting motor circuit. 

(*2) Generator circuit. 

(3) Lighting circuit. 

(4) Ignition circuit. 

(5) The storage battery. 

Electric troubles may be in the major 
parts, as motor, generator, lamps, timer, 
battery, or in the wiring connecting parts. 

There are four classes of electrical trou¬ 
bles, namely: an open circuit (page 415); 
a short-circuit or a ground (page 412), and 
a poor connection. 

The idea then is to start testing at the 
proper point of the circuit after diagnosing 
the trouble as explained at the top of page 
577. For instance, if starter trouble, start 
at the battery, then switch, then interior 
of motor, then back to battery. If gen¬ 
erator trouble, start at the generator. If 
lighting trouble, start at the light switch, 
then fuse, then wiring, then lamp. If igni¬ 
tion trouble, start at the ignition switch. 
If battery trouble, start at the battery. 

♦♦Circuit Testing Devices. 

Circuit testing devices can be divided 
into two general classifications: visible and 
audible. 



Visible circuit testing devices would in¬ 
clude test lights as per figs. 20 and 3 0, 
and the ammeter and volt-meter per pages 

410, 416. 

Audible circuit testing devices would in¬ 
clude an electric bell or buzzer (fig. 10), a 
phone receiver (fig. 11) or a telephone mag¬ 
neto (fig. 12). 

The test light can be either a high voltage light 
from a lighting circuit, as a 110 volt circuit (fig. 
20), or a low voltage lamp used with a storage 
battery as per page 418, or a low voltage lamp 
with dry cells per fig. 30 above. See pages 418, 
403, for tests which can be made with a test light. 
If a 110 volt lamp is used, then a carbon fila¬ 
ment lamp will stand more vibration than a 
Tungsten lamp. Five cells and a 6 volt lamp will 
probably be more convenient than the storage bat¬ 
tery, as it can be moved about more leadily. 

The ammeter and voltmeter can be used in many 
instances where a test light can be used and vice- 
versa—see pages 416, 410. 

The buzzer or bell and phone receiver (figs. 10 
and 11) has the advantage that both hands can 
be used with the test points, especially when test¬ 
ing out different sections of the armature coils. 
Two dry cells are sufficient. 

Test points are explained on pages 399 and 418. 
The points can be made of steel about 6" long 
with sharp points so it will make good contact 


The magneto tester (fig. 12) generates a high 
voltage and is adapted for tests which will force 
a current through a high degree of insulation as 
poor connections or a leaky path and coil wind¬ 
ings. This device is nothing more than a tele¬ 
phone magneto generator with a bell, test cords 
and test points. It is cranked by hand. 

Dynamo and Lines of Force. 

Question: How does a dynamo start to 
generate current when there is no magnetic 
influence to start with to build up ‘‘lines- 
of-force .” On page 267 the explantion is 
that a magneto starts to generate current 
because the ‘ ‘ permanent ’ ’ magnets produce 
lines-of-force. 

Answer: The field poles of a djmanio are 
not permanent magnets as they are soft 
iron. Permanent magnets are made of 
steel. Soft iron however, will retain a 
small amount of magnetism. When gener¬ 
ator was constructed it was first ran as a 
motor, which gave it the initial magnetism, 
due to current flow around the wire wrapped 
around the field poles, thus producing 
‘ ‘ electro-magnetism ’ ’—see page 325. A 
slight amount of magnetism is left in the 
poles and always remains there, called 1 ‘re¬ 
sidual’ ’ magnetism. Therefore when gen¬ 
erator armature is driven as a generator 
and field circuit is connected to the brushes, 
even though the residual magnetism is very 
slight, there is sufficient lines-of-force for 
generation or production of e. m. f. at the 
brushes, and as the armature revolves in 
this ever so weak a field the lines-of-force 
are cut and the e. m. f. builds up as the 
speed increases causing current to flow 
through the field winding and is thus 11 elec¬ 
tro-magnetized ’ ’ stronger and stronger. 

It is advisable when overhauling a generator to 
run it as a motor after repairing—see page 424. 

The above generator generates alternating cur¬ 
rent just the same as a magneto, but the com¬ 
mutator is arranged so that the polarity is kept 
definitely positive and negative at the brushes or 
“direct” current. 

Loose Commutator Connections. 

One can tell if generator is generating its prop¬ 
er output by observing the ammeter. One should 
learn just what the maximum output should be. 
If it generates a very low amperage, say about 
2 amperes, then at times none at all—the trouble 
may be due to a loose connection and sometimes 
that loose connection is at the point where the 
end of armature coil is soldered to the segment; 
which, although apparently securely soldered may 
be loose. 

One method of testing, is to use a test light and 
test points—place one test point on commutator 
segment connected with the suspected loose arma¬ 
ture coil and the other on the segment 180° 
apart, or on extreme opposite side of commutator 
which is the other end. If on passing the current 
through the armature coil in this manner, there 

will likely be a slight 
spark or arc at the 
point where loose—test 
all segments in like 
manner and resolder any 
that are loose. 

To Find Polarity 
of Rectifier. 

The charging wires 
from a rectifier, if con¬ 
nected wrong (use a 
regular dash type am¬ 
meter) will show 30 
amp. If connected cor¬ 
rectly will show about 6 
amp. (Motor World.) 



CHART NO. 300—Useful Information For Tlie Electrical Repairman. See also, page 429. 

*It is advisable to obtain a Wiring Manual—see adv. back of book. **For testing open circuits, short cir¬ 
cuits, grounds, armature and field coils per pages 402, 403, 418, 57/. (Motor Age.) 















































































r 38 


DYKE’S INSTRUCTION NUMBER PORTY-SIX-D. 


HlMCtD 
MiSiut DOO* 



_ Rounded concrete 

_- 'block 

T\s. 30: This Concrete block will save backing and 
driving into door. 


FIO. 21 





FIQ. 20 





ICAGC 

'I'rmsv pc 



nkKV PUMP 

- - - - j 


r LOUT cHAM&Cl? 



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Wheel 

Puller 


Fig. 21. Spring Winder. 

Springs of various sizes may be wound 
on the spring winding outfit illustrated. 
A cast-iron frame supports two up¬ 
rights that act as bearings for the spring 
winding spindle. These spindles are too* 
steel rod, having a diameter somewhat 
smaller than the inside diameter of the 
spring to be wound. One end is bent to 
form a crank and handle, the other being 
notched to receive the spring wire. 

♦Fig. 20. Rear Wheel Puller. 

A special puller Is required for the re¬ 
moval of the Dodge rear wheel. After 
the removal of the outside flange and 
the rear axle, the frame of the puller is 
bolted onto two of the flange bolts. The 
plunger on the end of the screw fits in¬ 
side the rear axle, housing, giving a lev¬ 
erage that permits the ready removal of 
the wheel. The frame is made of cast 
iron, reinforced by ribs; the screw is 
a %-in. bolt. 


FIG. 22 


CASCUNC 


FLOAT VALVE TESTER 

This illustration shows a device for de¬ 
termining whether the float valve of the 
carbureter leaks. It is designed par¬ 
ticularly for pressure systems, although 
it may be used for the ordinary gravity 
system by simply removing the pressure. 
It consists of a tank partly filled with 
gasoline and provided with an air gage 
and hand pump. The carbureter is at¬ 
tached, the pressure raised to the re¬ 
quired amount, and then the carbureter 
is allowed to stand for several hours to 
determine whether any leakage takes 
place. Float valves which may not leak 
at all when tested under a small gravity 
head, will leak badly when put under a 
few pounds pressure.— 



Fig. 4—Four method* of preventing oil lo»s 
from valve tappet guides 

Many engines lose oil from the tappet 
guides, and in Fig. 1 are four methods 
of dealing with this nuisance. 

In method A the tappet itself is doc¬ 
tored, a groove being ground in the 
center This groove is of peculiar de¬ 
sign, the upper portion being sharp cut 
and the lower part gradually chamfered, 
the idea being that the oil escaping past 
the rounded portion is met by the sharp 
edge when the tappet is descending, and 
is forced down with an action similar to 
the scraper ring on a piston. 

In B a deep recess is countersunk in 
the top of the tappet guide, and forms 
a slight well where oil can accumulate. 
If there is still a tendency for the oil 
to overflow, the idea can be carried a 
step further, and we arrive at Fig. C. 
where the well has been increased by 
soldering to the top of the guide a col¬ 
lar made from a piece of brass tube 
inch in depth and of such diameter 
as to be just slipped over the head oi 
the guide. 




A pinch bar 18 in. by % 


in., 


handy for removing gears, etc. 


A Shellac Bottle. FIG - 13 


WLJSH' FASTCNFD TO 
COVTK RY TVO SCKEVS 


FIG. 

17 


rpJ 

Detail of 
“ Blank 





Fig. 22. Generator Spanner 
Wrench. 

A spanner wrench for facilitating the 
adjustment of the silent chain drive on 
the motor generator of the Dodge car. 
It consists of a piece of %-in. round 
stock about 9 in. long, bent and formed 
in the manner shown. To adjust the 
chain, the chain-inspection plates are 
first removed from the motor gear cover 
Then the set-screw on the cylinder cast¬ 
ing and the strap holding the motor to 
the hand hole cover plate are loosened. 
By means of the spanner wrench the ec¬ 
centric bushing is turned until the chain 
has the proper tension. When properly 
adjusted the chain should run without 
perceptible noise.- 

Fig. 24. Generator Gear 
Puller 

A puller for removing the generator 
gear on the Dodge car is shown. The 
housing is made of cast iron, cut away 
at the base to engage the gear and pro¬ 
vided with a %-in. set-screw for obtain¬ 
ing a leverage on the generator shift. 


Before 

Forging 


No. 17. Crankcase Wrench. 

The retaining nuts on the crankcase 
may be quickly removed or replaced by 
the aid of this wrench. The handle is 
made of %-in. round stock bent in the 
form of a bit-stock, as shown. The upper 
end is fitted with a hand rest; the lower 
end with a socket for engaging the nut. 
A short piece of round stock, slightly 
larger in diameter than the nut to event¬ 
ually be turned, is drilled, as illustrated 
in the smaller sketch. It is then heated 
and formed over the nut it is to fit, case- 
hardened and secured to the handle by a 
pin. — 

Fig. 15. Crankshaft Bearing 
Wrench. 

It is often difficult to get a socket 
wrench thin enough to fit between the 
nut and the bearing housing of the con¬ 
necting-rod or crankshaft bearing. Or 
if thin enough to do this the wrench is 
too weak to properly tighten the nut. 
A solid S-wrench may be used; but is not 
as satisfactory as the socket for this 
purpose. A solid socket wrench, cut 
away in the manner illustrated, pos¬ 
sesses the required strength and has all 
the advantages of the full-socket wrench. 
As the connecting-rod nuts are not the 
same size as the main bearing nuts, the 
wrench should be made double-ended and 
fitted with a removable handle.- 


Hinged 
Ventilator^ 

Bench- 

Fig. 13. Window Ventilator 

Some method of ventilating the re- 
pairshop should be provided, and a sim¬ 
ple form of window ventilator is shown. 

It consists of a piece of an old wind¬ 
shield glass, held in an inclined position 
on the window sill by two triangular 
supports, and permits the window to be 
raised and the shop ventilated without 
causing a serious draught on the me¬ 
chanic.- 

Fig. 16. Valve-Cap Wrench. 

A wrench for removing slotted-head 
valve caps may be made from a bar of 
steel 2 in. round and 6 in. long. A %-in. 
hole is drilled through the center of the 
piece and the jaws filed on the lower end, 
as shown. A transverse hole drilled in 
the upper end permits the insertion of a 
bar %-in. round for a handle. The 
threads of the cap should be smeared 
with a paste made of graphite and oil 
before replacing the cap.—Hudson 





fig. 14 Locknut, 


Adj. Screw 


Fig. 14. Valve Tappet Adjust¬ 
ment. 

The valve tappets of the Maxwell may 
be readily adjusted by means of special 
wrenches provided for that purpose. Two 
standard 626-X check nut wrenches are 
purchased at any supply store, and bent, 
after heating, in the manner shown. 
After loosening the lock-nut the adjust¬ 
ing screw may be turned until a gage 
registers the proper clearance. This 
should be from .006 to .009 in.— 


CHART NO. 302—Miscellaneous 

Charts 301 and 303 omitted (error 


Repair Shop Hints. (Motor World.) 

in numbering). ** See page 742 for Buick wheel puller. 


























































































































USEFUL SHOP HINTS AND DEVICES. 


739 



<7 

Fig. 6—Rain vision wind¬ 
shields are common on closed 
cars but unusual on open ones. 
It is a simple matter, how¬ 
ever, to add this feature. The 
upper section of a windshield 
is mounted on the front of 
the top, two specially made 
brackets being used to hold 
it in place. It catches the 
rain and the regular wind¬ 
shield protects the driver from 
the wind. 


A handy truck for handling oils and 
grease either in the service station or 
garage may be made by building a small 
wooden truck mounted on castors and 
placing on it small tanks equipped with 
self-measuring pumps. In the device 
shown the Weaver bucket pump is used. 
The self-measuring feature enables the 
oil and grease to be sold at the curb or 
in the garage in the same way that 
gasoline would be from a wheel cart.— 


Ignition Tester 



Spark gap for finding Ignit.on trouble 

thick and wide is taken, and near 

the ends are inserted cable terminal 
posts Through each post is passed a 
copper wire, the ends at the center being 
adjustable through lateral movement of 
the wires. One of the wires has ajoop 
at the end for attachment to a plug. The 
ignition cable is attached Jo the other 
post. With one of these on each plug 
and the wires at a varying gap, it is pos¬ 
sible. especially in a dim light or dark¬ 
ness. to sec the action of the plugs. 



F‘g- 1 —Listening for rear axle hums; the hands 
are placed in front of the ears to intercept the 
sounds 


Various Axle Hums Defined 
The adjustment of axle gears can best 
be determined by sitting in the rear seat 
and holding the hands over the ears' 
(Fig. 1). Should the sound from the axle 
be a steady hum and not too loud the 
gears may safely be said to be adjusted 
properly. If, however, there is an oc¬ 
casional stress in the sound, that is, a 
steady hum interrupted with a rather 
loud "note, the adjustment may be incor¬ 
rect. It will be found in testing in this 
manner that the gears may sound well 
when the car is running at uniform speed, 
slow or fast, but that as soon as a pick¬ 
up is desired a stress in the sound will 
be heard. Then again the gears may 
sound well except when coasting, which 
is another ailment which may be cor¬ 
rected by adjustment. If after trying 
various adjustments, perhaps taking in 
the whole range, the gears still give a 
characteristic loud note at intervals, it 
may be that one or more teeth aVe 
broken or the gears are slightly out-of¬ 
round. 



Many times an ordinary jack may be 
used to advantage in straightening bent 
parts. For example, one of the rests 
for the top bows was bent in a slight 
accident and it was quickly straightened 
hy backing the car up close to the ga¬ 
rage wall, as shown, and using a jack.— 



While not new, the substitute for a 
pit illustrated is worth describing be¬ 
cause of its merit. Two heavy wooden 
boxes, one for each wheel, with a slope 
of about 30 degrees, and a flat space on 
top are used. The boxes are constructed 
of 1 yi- or 2-inch planks; the height is 
about 10 inches and the length about 4 
feet. Such boxes will support even a 
heavy car. 



I 

CHART NO. 304—Miscellaneous Shop Hints. 

Chart 803 omitted (error in numbering). 


Jig for Cotter Holes. 

'A jig for drilling cotter pin holes in 
bolts and pins may be madje of a piece 
of square stock in which there are sev- 
eral transverse holes for receiving vari¬ 
ous sizes of pins. At right angles to 
each one of these is a hole through which 
the cotter pin drill is inserted. The 
distance that the cotter hole is from the 
end of the pin is determined by the ad¬ 
justment of a stop screw which is car¬ 
ried in a plate in the back. 



Compression Tester. 

A compression tester is necessary for 
accurately determining the condition of 
valves and pistons as regards their tight¬ 
ness. A cheap but satisfactory one may 



Compression tester made of tire gauge 
and spark plug shell 

be made by combining a tire gadge and 
a spark plug shell. The gauge may be 
fastened to the shell by pouring babbitt 
or lead in between the two or a special 
reducing nipple may be used. The gauge, 
of course, is placed in the spark plug 
hole when a cylinder is to be tested. A 
weak cylinder can be readily indicated 
even if the normal compression in pounds 
is not known, by the fact that it will 
register less than the others. The use 
of this device is very important; it should 
be employed whenever any irregularity 
is noted in the operation of the motor. 
Leaky valves, pistons and valve stem 
guides may cause a miss or a ierky ac¬ 
tion that ordinarily would be blamed on 
the carbureter or ignition. 



Fig. 4—An automatic blow cock 
—used in connection with an air 
storage system far dusting out 
cars, cleaning engine and part*. 
T—connects with air line. H— 
handle. A— blower opening. (Stev¬ 
ens Co., N. Y.) 











































































































740 


DYKE’S INSTRUCTION NUMBER PORTY-SIX-D. 


REPAIRMAN’S CHECK SHEET. 


Make. . . Owner,. 

Body Type ..Address 


Capacity....Phone. 


Engine 

Valves (grinding, etc.) J 
Timing gear (adjust¬ 
ment) . 

Red bearings. 

Mam bearings. 

Pistons and rings... 

Oiling . 

Carbon (removal). 


fgnition 


Wiring 
Plugs . . 
Coil . 


Magneto. 

Fuel System 
Carbureter 


Erne and tank. 

Cooling System 

Fan . 

Radiator . 

Pump.... 

Starting—Lighting 

.Generator . . 

Starting motor. 

Bulbs. 

Wiring . 

Storage batteries. 

Clutch 

Adjustment . . . 

Refining. 

Transmission 


Gears.*i. 

Bearings . 

Shafts.. 

Shifting mechanism.. 

Dnveshaft . 

Universal . 


Rear Axle 

Adjustment .... 

Gears . 

Bearings ...... 

Radius rods. 

Torque member . 


Motor World Systt—I 


Front Axle 

Alignment . 

Steering Gear 


Adjustment 

Bearings 

Gears 


Running Gear 


Springs . 

Brakes . 

Wheels . 

Fenders . 

Runningboards 

Tirea 


Front 

Rear 

Extra 


Body 


Paint. 

Upholstery . 
Floorboards 
Windshield . 


Equipment 

Speedometer. 

Top and curtains. 

Horn . 

Tools. 


Extra Equipment 


Overhaul Cost 


Anoraiser 


When quoting prices on repair 
work it is advisable to keep a 
statement of work necessary, mark¬ 
ing after each item the cost. Keep 
original with owner’s signature 
and give copy to him. 

Extra equipment: include here 
the tools left in his car, then 
there can be no dispute. Put 
them in stock room. This plan 
can be elaborated upon—see also 
page 600. 



It Is often desirable to determine the 
exact Consumption of a given car by 
determining how far it will run on a 
measured quantity of fuel, A convenient 
means of doing this is to take an ordi¬ 
nary %-gal. kerosene oil can and place 
in it a ^quart of gasoline. A rubber 
tube running to the carbureter is then 
attached to the spout and the can is in¬ 
verted and tied securely at some con¬ 
venient place on the motor or dashboard. 


A cold draft pre¬ 
ventive—a piece 
of sheet rubber 
placed as shown. 




A grinding wheel for doing special 
work can be made by attaching a wooden 
wheel to the electric drill and wrap- 





The principle of the syphon may be 
used in many places in repairshop work. 
For example, it provides a simple method 
of drawing distilled water for the stor¬ 
age. batteries. A glass tube extending 
to-the bottom of the bottle is inserted 
in the cork and a rubber tube is at¬ 
tached as shown. The end of the glass 
tube must extend below the bottom of 
the bottle, consequently it is advisable 
to place it on a shelf. The tube may be 
made long enough to reach to the stor¬ 
age batteries. The flow of water is con¬ 
trolled by a simple spring device which 
pinches the tube. This may be made, 
or purchased at a drug store. To put 
the syphon in operation it is merely 
necessary to suck on the tube until it 
is filled with water. Once this is done 
the water will remain in the tube and 
the syphon will always be ready for in¬ 
stant operation until the bottle is emp¬ 
tied. The same principle may be ap¬ 
plied for drawing gasoline from a tank, 
oil from a crankcase, electrolyte from a 
storage battery, and is adaptable to 
many other uses. Of course, it is us¬ 
ually more convenient to drain a gaso¬ 
line tank or crankcase in the ordinary 
way, but sometimes the syphon principle 
will be found quicker. 


ping a strip of emery paper around 
the periphery. The paper is fas¬ 
tened by cutting a notch in the 
wheel and holding the ends of the 
paper by driving a wedge into the 
notch. 




An overhead railway for repairshop 
use may be patterned after those in 
use in large butcher shops. It consists 
of a track made out of stock about % 
x 2 in. and suspended from the ceiling 
by arms at frequent intervals. On this 
track is placed a cap, to which the 
block and tackle is attached.— 


It Is a very simple matter to build a 
device which will cause a bell to ring 
when the pressure in the air tank reaches 
the desired maximum or minimum, thus 
reminding the man in charge that the 
compressor should be turned off or on. 
The indicating hand on the air gage 
completes a circuit by touching a metal 
pin when it moves to either extreme, 
and thus makes the bell ring. These 
pins are mounted in a small fiber block, 
which is riveted to the face of the gage. 
The two pins are thus completely insu¬ 
lated from the gage and are connected 
to one terminal of the bell. A short 
piece of wire runs from the other ter¬ 
minal to the battery and the return wire 
is attached to the casing of the gage, so 
that current flows through the casing and 
the hand to one or the other of these 
metal points, * 


Fig. 7—Another en¬ 
gine cleaner: Parts may 
be readily cleaned by a 
gasoline spray or aspi¬ 
rator, actuated from the 
air pressure line. This 
spray comprises a short -^^J] 
length of copper tubing, 
about % inch in diame¬ 
ter, having a piece of Viq 
inch brass tubing sol¬ 
dered onto its side. The 
air line is connected to 
the larger tube, and the 
smaller tube is connected 
to the gasoline supply. 

When the air is turned 
on, a suction is created 
in the smaller tube, 
drawing gasoline from 
the can, and forcing it 
onto the part to be 
cleaned, (see also fig. 5, 
page 744.) 


( „ rct&uLc 
I'S'-BSUSS 



OHABT NO. 305—Useful Devices and Repair Hints for the Shop. 






































































































































































CHART NO. 300—Miscellaneous Shop Hints. 

♦When soldering wire connections clean the wire with emery or sand paper, then twist the two wires together 
and use a non-acid flux where there is a high degree of insulation or soldering acid of a solution of zinc 
chloride will do. Then apply hot soldering iron—see also, page 711. 


Kerosene Tub 


A large tub of kerosene will be found 
convenient for washing parts. The tub 
should have a metal grating 4 or 5 in. 
trom the bottom, so that whatever sedi- 


ACID 3 ATH 


Cleaning Brass Parts. 

Small brass parts, such as pet 
cocks, carburetor parts, etc., may 
be made to look like new by dip¬ 
ping them in the following bath; 
Nitric acid, 75 parts; sulphuric 
acid, 100 parts; lampblack, 2 parts, 
and salt, 1 part. This solution 
should be mixed and kept in an 
earthenware or glass jar, and the 
parts should be thoroughly rinsed 
and dried after dipping—(see also 
pages 401 and 508.) 


No. 7—Gasoline, or kerosene, 
forced by air pressure onto the 
parts to be cleaned, quickly re¬ 
moves all dirt and grease. A sys¬ 
tem for doing this is illustrated. 
The cleaning liquid is held in a 
metal tank placed beneath the in¬ 
clined cleaning troughs in the man¬ 
ner shown. An injector type noz¬ 
zle, connected to the air line and 
to the liquid, permits the liquid 
to be drawn from the tank and 
forced onto the part to be cleaned, 
after which it drains back to the 
tank to be used over and over 
again. During the periods that the 
cleaning outfit is not in use the 
dirt Betties to the bottom and may 
be scraped out—see also fig. 7, 
page 740. 


TANK CONTAINING 
KECOSCNE OK 
GASOLINE 


Four steps in making loop end: 
A, insulation removed; B, separat¬ 
ing the strands; C. twisting wires 
into two leads; and, D, the looped 
end dipped in solder. (Motor Age.) 


Fig. 9—To assist in remov¬ 
ing heavy truck wheels a 
simple skid can be made by 
placing a 2-in. board on top of 
a series of rollers made of old 
shafting or heavy pipe. Ohocks 
are fastened to the board to 
prevent the wheel rolling. 

Fig. 10—This is the “ball 
and spring’ ’ oil regulator, as 
explained on page 198. Note 
how the adjusting screw in¬ 
creases tension on spring 
through the part (O). Dirt 
beneath this ball (B) check 
valve will cause a drop in pres¬ 
sure, and may be removed by 
snapping the ball (B) up and 
down a few times with a piece 
of wire (W) inserted through 
the oil passage. 

Fig. 16—To remove wheels 
from a truck axle when stuck 
or rusted on. 


Kerosene tub with metal grating 

merit settles is not stirred up each time 
a part is washed. Tire presence of the 
grating insures clean liquid for a con¬ 
siderable length of time, for just as soon 
as a part is washed the grit and dirt 
settles below the grating, leaving the 
liquid clean. 


A roughly made table, covered with tin 
or zinc and with a well in it for holding 
kerosene, makes a handy arrangement 
for cleaning parts. There is a drain 
at the bottom for removing the sedi¬ 
ment. 


URLOCNE 

grating 

ji o i *,L ** r 


All? PKEssUEC 


A flat block should be placed 
under a jack when used around a 
car to prevent turning over and 
sinking in the ground. 


Wood or 
brass 


PRESSURE 
ACUUSTIN& 3C9EW 


t. 7,,=^, 

LEVEL or KEROSENE 




SEPiMCNI 


Combination cleaning tub and 
drainboard for removing the dirt 
from parts. It is usual to make 
the tube and drainboard separate, 
but by installing a screen in the 
tank whose height may be readily 
raised or lowered, all the advan¬ 
tages of drainboard are obtained, 
together with considerable economy 
of space and some added conve¬ 
niences. 
































































































































































742 


DYKE’S INSTRUCTION NUMBER FORTY-SIX-D 



Fig. 17—A dent can be removed 
from a gasoline tank by plugging 
vent, filling with water and apply¬ 
ing 20 lb. air pressure. A lead or 
wood mallet is used by tapping 
gently around outer edge of dent. 



Fig. 2—Rear wheel puller: This 
puller is used to remove the rear 
wheels of the Buick. The wheel 
flange and axle are removed and 
the puller bolted to the flange 
bolts. A steel button is then 
placed in the rear axle tube, and 
the pressure applied by the cen¬ 
tral ecrew. By having several 
sizes of steel buttons, and making 
the flange bolt holes oval, this 
puller may be used on many cars. 



A suggestion for making a hoist 
to raise and lower transmissions 
where considerable of this work is 
being done. 



Fig. 2—When engine is over¬ 
hauled, the old valve springs 
should be tested to see that they 
have not weakened, and whenever 
a new spring is put in, it should 
also be tested to see that it sup¬ 
plies the correct pressure. The 
illustration shows a simple means 
of determining whether a spring is 
in good condition or not. The ap¬ 
paratus consists of a bracket in 
which is mounted a valve guide, 
valve, spring, spring seat and re¬ 
taining key. Two marks are placed 
on the valve stem, one indicating 
when the compression of the spring 
is zero, and the other when it has 
been compressed a certain amount, 
say % inch. The number of 
pounds required to compress the 
spring inch may be ascertained 
by writing to the factory. When 
everything is in place, the pedal 
is depressed and the valve is 
raised until the lower mark on 
the stem is on a level with the 
top of the valve guide, at which 
time the pull as registered by the 
spring scales should be ' the 
amount called for by the factory. 



Except for the two angle irons, which 
carry the motor arms, this stand is made 
entirely of pipe fittings. The left mem¬ 
ber may be slid to the right or left to 
provide for motors of different widths 
This is possible because the horizontal 
openings in the cross-shaded pipe fit¬ 
tings are large enough to take the cross 
pipe. Set screws are used to lock the 
stand after it has been adjusted to the 
desired width. 



single piece of tin and are soldered, as 
shown by the heavy lines. The drawers 
slide in grooves cut m planks placed 
vertically. The grooves are made with a 
saw and chisel. The advantage of this 
method of storing parts is that the con¬ 
struction of the receptacles is very in¬ 
expensive and maximum convenience is 
afforded. It is possible to see what is in 
the.various drawers without pulling them 
out, which is a feature peculiar to this 
design and saves considerable time when 
the exact drawer a certain part is in 
is not known. 


Speedometer Pointers. 

When speedometer pointers vibrate—look for loose unions, con¬ 
nection, flexible shaft bent too sharp, lack of lubrication, gears not 
properly meshing. 

Failure to indicate speed—look for same causes as above. Also for 
broken link in shaft. 

Noisy; lack of lubrication or above causes, (see also page 518.) 

To Put a Lamp Reflector in Condition. 

When reflector becomes dull it may be polished or buffed. If 
plating is thin and will not stand buffing—the old plating must be 
removed and re-plated and polished by an electro plater. If a good 
heavy plating is put on, it can be rejuvenated and be practically 
new again. 


Buick Spring Compressor. 

Fig. 4. Combined wrench and spring compressor: 
Though designed primarily for replacing the clutch 
bolt on the Buick D-28, this tool may be adapted to 
almost any job that requires a spring to be compressed 
before the nut is replaced. The wrench proper is a 
U-shaped piece of steel, bent to just fit the face of the 
nut, and held together by a cross strap. A rod, placed 
in the manner shown, permits a wooden lever to be 
used to compress the spring, after which a steel bar, 
stuck through the legs of the U is used to screw the 
nut in place. 



CHART NO. 307—Miscellaneous Shop Hints. 


(Motor World.) 





















































































USEFUL SHOP HINTS AND DEVICES. 


743 







Fig. 5 


Fig. 7 


Fig. 5 — Removing a 
body: Showing how the 
body of a car can be 
easily lifted from or 
onto the chassis, and 
conveniently transported 
about the garage or 
shop. 


Fig. 7 — 
A gear puller 
for removing 
tight gear 
wheels. The 
illustration ex¬ 
plains its con¬ 
struction and 
iction. (also 
see page 606) 


8—A servicable tent for touring: Although 
this subject was fully treated on page 516, this be¬ 
ing such a servicable outfit it is mentioned here 
as a timely suggestion, although out of place in 
this chart. 

Use 8 oz. duck which comes in 36-inch widths and 
can be purchased at 20c per yard. 

Dimensions of tent in square feet: A—4*4 'x 
7' = 31%'; B —7'x7' = 49' ; O—3'x5H' = 15%'; 
Cl—3'x5%' = 15%'; D—7'x7' =49' ; Dl— 7'x 
7'—49'; E—4%'x7' = 31 H —4%'x3%' = 15- 

% ' ; I—7'x8'= 56'; K—4%' x 4%'=20%'; 
Total 284%' sq. feet or approximately 31% yds. 
at 20c per yard making $6.35. (Motor Age..) 


See page 541 
and inches (' '). 


explaining symbols of feet (') 


How To Run a Lathe. 


“First Year Lathe Work” and “How to Run a 
Lathe’’—price 10c each—supplied to readers of this 
book by the South Bend Lathe Works, South Bend, 
Indiana. 


Fig. 1—Closed bodies may be removed without 
strain by the aid of the hoisting cradle illustrated. 

Two cross pieces are attached to separate chain 
hoists and are so spaced that they hang 2 ft. from 
the ends of the body to be removed. First one 
end of tho body is pried up, and a lower cross- 
member slipped beneath it. Then the other end is 
raised, and the other lower member put in place. 
The steel stirrups are then used to attach the 
lower and upper cross pieces, after, which the body 
may be raised and the chassis rolled from under. 


OILCJ? 


PISTON 


Fig. 6—A ser¬ 
viceable * air-com¬ 
pressor was made 
out of an old one- 
cylinder, air 
cooled stationary 
engine with very 
little work. In 
order to raise the 
compression pres¬ 
sure it was nec¬ 
essary to mini- 
nize the clearance 
between cylinder 
head and piston. 

This was done first by fitting a conical wooden 
block to the piston head and holding it in place 
with three %-in. cap screws. Then the space sur- 
rounding it was filled with lead. The intake valve 
of the engine is still the intake valve and the dis¬ 
charge valve is a ball check valve operating on a 
hard rubber seat in the discharge pipe, as close 
to the cylinder as possible. The exhaust valve 
opening was plugged up and all excess fittings were 
removed from the engine. The piston was fitted 
with step rings and a force feed oiler was substi¬ 
tuted for a drip type. The compressor will fill a 
16x48-in. tank to 158 lb. in 25 min. with a 1-hp. 
engine. The bore and stroke are 3%x3% and the 
speed is 225 r.p.m. (Motor World.) 


Fig. 2 — 
Another hoist 
for raising a 
body in the 
minimum time 
is illustrated. 
The body is 
supported by 
the hoist until 
the overhaul- 
; ng is complet¬ 
ed, when the 
chassis i s 
rolled back 
under and the 
body lowered 
in place again. 
The hoist con¬ 
sists of two 
4-in. metal rol¬ 
lers about 5 
feet long, one 
for raising the 
front of the 
body and the 
other the rear. 
These are sui¬ 


Turning one crank lifts all four corners of the 
car body at the same time 


tably supported in a wood frame and are placed 
about 10 feet apart. The hoisting is done by a 
large crank attached to one of the rollers. All 
four ropes are wound around this sheave, and two 
of them run to the other sheave which is merely 
used as an idler. Seven-eights hemp rope is used. 
The body may be attached to the ropes by either 
fitting hooks to the rope ends or looping the ends 
of the ropes and using two cross bars under the 
body, as illustrated. 


CHART NO. 308—Miscellaneous Repair Shop Hints. 

★ A motorcycle engine can also be utilized for a compressor. 
















































































































744 


DYKE’S INSTRUCTION NUMBER FORTY-SIX-D. 



Fig. 1—This is a simple tool for 
compressing the clutch springs on 
the Reo when assembling the clutch. 
It is a strip of flat iron, bent into 
a square, and riveted together by 
o cross strip as shown. Holes are 
drilled and tapped at each side of 
the cross piece for the pressure 
screws. In addition to holding the 
ends of the top together, the cross 
strip also furnishes sufficient ma¬ 
terial to give the pressure screws a 
good purchase. The lower cross 
strip should be notched in the 
manner illustrated. 



Fig. 3. 


Fig. 3—Though designed 
for work on the Ford rear 
axle, this stand could read¬ 
ily be adapted to the re¬ 
quirements of many makes 
of axles. The ends of the 
axle are supported on notch¬ 
ed uprights, about 30 in. 
from the floor and the tor¬ 
que tube is placed on either 
of two uprights similarly 
notched. 



Fig. 2—Method of 
heating a long inlet 
pipe. Annealed soft 
copper pipe, small 
size is connected 
with discharge pipe 
from water pump, 
wrapped around 
manifold and con¬ 
nected with head. 



Fig. 10—Improving old type carburetors which 
were designed for gasoline of higher vaporizing 
qualities and long inlet pipes. 

Many of the old model carburetors do not work 
well on the present low grade gasoline. If too an¬ 
cient, it is best to get a new model, but where in 
good condition the older models can be improved 
by adding a hot air jacket as shown in fig. 10. 

Use a pipe of some kind and slip over the intake 
manifold—about % of its length. Weld gas tight 
at each end (sheet iron can be made into a pipe) 
and pour light layer of babbitt in each end to close 
up any holes or cracks. 

A %, % or % inch (larger the better) flexible 
pipe is then attached to top and bottom of jacket 
to exhaust pipe as shown, or lower pipe can extend 
to lower part of engine—see page 157. 

Fig. 11—Another method of heating the carbure¬ 
tor mixture on old cars that have a long inlet mani¬ 
fold. A % or % inch copper pipe is tapped to 
the exhaust manifold and run down along the in¬ 
take manifold, being held away from the latter 
slightly by asbestos pads. Asbestos is then wrapped 
around the manifold and pipe and the heat thus 
obtained will help to prevent the gases from con¬ 
densing in the manifold at the point where it 
branches out to the cylinders. 


FIG. a^-HOT WATER JACKET FOR MANI¬ 
FOLD 


/o\ 



Fig. 4. 



RIMDIKG POSTS 



Fig. 6. 


Fig. 4—The brace rod from an old 
windshield may be made into an ex¬ 
cellent wheel alignment tram. After 
cutting the rod to a length about 2 in. 
less than the distance between the 
front wheels, a brass ferrule is sol¬ 
dered to one end. This ferrule is 
then drilled and tapped to carry a 
thumb screw in the manner shown. 
The adjustable part of the tram is a 
piece of *4 in. drill rod, marked off 
into in. divisions as shown, and 
U placed within the tune. 

Fig. 5—This is a cleaning tank, in 
which gasoline or kerosene is forced 
by air pressure in a form of a sp-ray 
onto the part to be cleaned. The con¬ 
tainer is an old hot water heater 
boiler. Air pressure is applied 
through a tire valve soldered to the 
tank, and the cleaning solution is 
drawn up through a small tube to the 
outlet pipe. A length of rubber hose 
terminating in a copper tube, fitted 
with a valve, completes the outfit, 
'ret? Either gasoline or kerosene may be 
used as a cleaning solution, but the 
latter is preferable. 

Fig. 6—This is a portable test lamp, used 
m conjunction with a 110-volt lighting cir¬ 
cuit, for testing lighting and ignition cir¬ 
cuits on the car. It consists of a wooden 
base, on which is mounted a porcelain socket 
carrying a 16-candle power lamp, connected 
to the lighting circuit as shown in the wir- 
mg diagram. The test points are connected 
to the binding post, and any metallic connec 
tion between the two causes the lamp to light. 
Hence if a wire is O. K., the lamp will light, 
when the. test points are placed on each end 
of the wire. If there is an open circuit, it 
will not light. Similarly short circuits and 
grounds may be determined. By short cir¬ 
cuiting the two binding posts, the lamp may 
be used tor inspection work. 



ASBESTOS 

JACKET^. 



PIPE TO 

car'bt 7 ! R\ .dust pan 


WATER 

SUPPLY 


,OVERFLOW 

Fig. 12—An engine testing stand. 

By supporting the engine on a 
cast-iron stand, and operating it 
from an auxiliary gasoline tank, 
storage battery, water supply, etc., 
the performance of the engine may 
be observed and the necessary ad¬ 
justments made without difficulty. 



CHART NO. 308-A—Miscellaneous Shop Hints. 

(Motor World.) 














































































































USEFUL SHOP HINTS AND DEVICES. 


745 


Metal Straightening. 



3 ALL £>CNTS AKD UNEVEN PLACES POUNDED OUT 


4- FOR PAINT AFTER FILING ANP 

SMOOTHING UP WITH EMERY 


The four Step* In removing a dent from 
* sheet ol metal 


There is hut one secret to 
sheet metal straightening; 
to support all parts except 
that winch is to be straight¬ 
ened, and to go slow, work¬ 
ing the metal back to its 
original form by light blows. 

To do this requires many 
special tools, some of them 
taken directly from the 
tinsmith trade, others can 
be developed on the job. 


The Tools. 

1- The Blacksmith’s fuller.—This is used as a hand 
anvil, either in conjunction with the light mallet, 
or the light hammer, particularly to remove small 
dents. The combination of flat surfaces with the 
rounded edge will cover a wide variety of work. 

2— Half round file.—After all dents or indentations 
have been removed by use of the mallets, ham¬ 
mers and hand anvils, this file is used to remove 
any small pits or hammer marks. 

3— Heavy wooden mallet.—Used in the preliminary 
straightening to roughly form the metal back to 
shape. The flat wooden surface does not dent the 
metal on flat or crowned surfaces. 

4- Light wooden mallet.—The most useful tool of all. 
After the metal has been pounded back to its 
original shape, the light mallet, in conjunction 
with some one of the hand anvils, is used to 
smooth up the work. 

6-Medium cross poen hammer.—A tinsmith’s ham¬ 
mer, used to still further smooth up the surface. 
Wooden mallets will not remove all of the smal¬ 
ler indentations. Hence this hammer must be 
used as it strikes the required concentrated blow 
over a limited area. 



HAND iSuOCK 


Mailtt*. hammer*, and special tools lor straightening fenders 



A tew of me strangely shaped tools used In repairing lenders 


6— Light riveting hammer.—Any minor indentation, 
not smoothed by No. 5 hammer, is taken out by 
the light riveting hammer. The cross poen is used 
to finish corners, prior to filing. 

7— Hand block.—A steel block, roughly about 4 in. 
square, and 1 in. thick, with the corners rounded 
and beveled. The curves and beveled edges vary, 
so that some part of the block may be fitted to 
almost any part of the work. This and the light 
woden mallet are the most used combination. 

8— Forming chisel—Made in an infinite variety of 
widths, shapes and sizes. The one shown is 
used to form sharp corners, or edge**. One with 
a half-round edge is used to re-shape a groove. 
By grinding the edge to the desired form, the 
metal may be readily driven to that form. 

9— Beading tool—The side strips on most fenders 
are held in place by rolled-in edges. When bent, 
these edges open. After straightening to the 
original form, the bead may be again closed by 
the aid of this tool, and a mallet or hammer. 

10— Hand anvil.—An irregular shaped steel plate or 
block, mounted on a steel handle. The edges are 
beveled, and will fit almost any curved surface. 

11— Babbitt hand anvil.—Made in an infinite variety 
of forms by pouring melted babbitt into an un¬ 
bent portion of the part to be straightened. When 
hard, the shape is that to whrch it is desired to 
form the bent portion. Make handle as shown. 

Reshaping Bent Metal. 

It is not usually advisable to attempt to straight¬ 
en mudguards and lamps having broken surfaces. 

The first step is to work it roughly back to its 
original shape with a heavy wooden mallet. Care 
must be taken not to break the surface or to draw 
it beyond the original shape. 

A hand anvil of some sort should always be 
used in conjunction with the hammer or mallet to 
support the edges of the bent surface. Many light 
blows, rather than few heavy blows, should be 
applied, and the blows should be drawn, rather 
than applied dead on. The main thing is to go 
slow to feel the dents with the hand anvil, and to 
direct the straightening blow to the point of bend. 

After the surface has been malleted to approxi¬ 
mately the original shape, the smaller dents should 
be removed, using first the small mallet and then 
one of the metal hammers. This is slow work. 

Filing. 

By passing the hand over the surface, many of 
the smaller dents may be felt and removed. Some, 
however, will still remain. These may be located 
by filing the surface down. The file will hit the 
high spots and pass over the low spots. Then the 
low spots may be pounded up to shape. 

Finally it will be found that the file will touch sll 
of the surface except the smallest indentations. 
Then file the whole surface down to a smooth sur¬ 
face and polish with emery paper. 

The four steps in this work are shown on this 
page, the section being that of a crowned mud¬ 
guard. But mudguard, lamp or body, the principle 
is absolutely the same. 

Painting. 

Before applying the paint, the surface must be 
thoroughly cleaned with turpentine. This removes 
all grease that would otherwise prevent the paint 
from sticking. If the surface is that of a mud¬ 
guard the under side should also be cleaned and 
painted to prevent rusting. 

For hurry-up jobs a quick drying enamel or a 
black japan may be used to paint the repaired sec¬ 
tion, the latter, of course, being only suitable for 
use on black guards or parts The japan, mixed 
in turpentine, will dry in about 15 min., and after 
a few washes cannot be detected from the rest of 
the finish. 

Straightening Bodies. 

Upholstery must be removed or the body raised 
to get at both sides of the surface. Another diffi¬ 
culty is that two men are often required—one to 
hold the hand anvil and the other to use the mal¬ 
let or hammer. The co-operation between the two 
must be perfect or the anvil will not be back of 
the hammer blow' and the surface will be still further 
bent. Body work is more difficult. 


CHART NO. 308-B—Straightening Sheet Metal Parts. Tools Required and Methods—(see page 

731). With a small investment in tools, a little practice and care in their use, a new department 
may be developed that will show a profit, and also feed other departments. (Motor World.) 

See index for “top-repairing.” 


















































746 


DYKE’S INSTRUCTION NUMBER FORTY-SEVEN. 


Truck Chassis; Chain and Worm Drive. 



Fig. 1—Top or plan view of a truck chassis using 
a double chain drive. Note the rear axle is a 
“dead” type of axle and the differential is mounted 
on the jack-shaft—see pages 18 and 20. The en¬ 
gine is a four cylinder engine. In fact, most truck 
engines are four cylinder—see page 747. 



Fig. 2—Top or plan 
view of a truck 
chassis using a worm 
gear drive. Note the 
rear axle is a 4 ‘live” 
type of rear axle. 
The differential is 
mounted on the axle 
shafts. See fig. 3, 
page 750 and pages 
32, 35, 21. 


Dump Body and Hoist. 

A dump body is used for hauling coal, sand, gravel, 
etc. The body is made to fit on a hinge at rear 
of chassis as shown in fig. 10. A hydraulic hoist, 
which derives its power from the engine raises the 


FIG 10 


clutch to a “power take off” drive shaft. To 
gears in housing (V) which connects to winch 
through a spur gear (Gr). 




CABLE 
C 


front end of body. The operator can raise body 
and dump contents in about thirty seconds. Hoists 
which can be operated by hand are also in use. 

Principle of operation of the hydraulic hoist is 
shown in fig. 11. It is essentially identical in 
principle of construction to that of a hydraulic 
elevator. To raise body: An oil pump (gear type) 
at the base of the cylinder (H) draws oil from the 

top of the cylinder at 
(1) and forces it into 

the lower part at (2), 
raising the piston which 
in turn raises the rod 
(R) to which is attach¬ 
ed grooved pulleys, in 
which grooves the cables 
valve (C) are placed. One end 
of cable is attached to a 
VAR stationary rod (U) and 

ITMP the other end to body. 

As the rod (R) is 

4-1.oil pipe raised, the body is also 
raised. To hold body 
at any desired, angle: The oil pump is shut off 
and valve closed. To lower body: The drive of 
oil pump is shut off and valve (by-pass valve) is 
opened by a lever (E). The weight of the body 
forces piston down, driving the oil back to upper 
part of cylinder. The oil pump is driven from 
gears in transmission by a special and separate ar¬ 
rangement whereby car is not driven when in op¬ 
eration. The cylinder is usually filled within y 2 " of 
top with ice machine oil. 

Winch. Equipment. 

A winch, fig. 25, is a drum located under rear end 
of frame, supplied with 200 or more feet of %" 
cable, for unloading and loading heavy material 
and for various other purposes. 

The power for driving the winch (on the F. W. D. 
truck) is taken from gears in the transmission 
(T) through D, which is equipped with a separate 



The winch is controlled by means of the clutch 
foot pedal, after clutch in D has been engaged. 
The win'ch may be operated while truck is either 
standing still or in motion, but not when transmis¬ 
sion is on high speed. Di. winch drum 7%", length 
22%", total gear reduction to winch, 33.2:1. 

* Trailers. 

Trailers are attached to rear of cars and are now 
extensively used. They are particularly desirable 
where goods of relatively light weight ^md great 
bulk have to be carried. The trailer can be 
adapted for many uses. 

There are three general designs as follows: The 
four-wheel trailer (fig. 5) has a large possible field 
of utility and can be used in practically any 
service, for instance, freight and baggage, dairy¬ 
men, contractors, live stock, pianos and furniture, 
plumbers and painters, farm products, camp out¬ 
fits (see page 516). 

The two-wheel trailer has the load balanced on its 
axle. 

The semi-trailer also uses two 
wheels but the load is not bal¬ 
anced over its axle, rather the 
front end of the load rests on the 
tractor vehicle. 

Trailer attachments: Fig. 7 shows 
trailer attached to rear of a car 
by means of a piece of angle iron 
(A) which is attached to springs 
(S). This is not recommended as 
the strain is too great on the 
springs. Fig. 6 shows two meth- 
_ ,. „ ods which are better. C is one 

For Live Stock type of coupling. 

Fig. 5. 



For Contractors 

- 




CHART NO. 309—Trucks; Chain and Worm Drive. Trailers. Dump Body with Hydraulic Hoist. 
*See also, pages 822, 516. 

























































































































































































































COMMERCIAL CARS. 


747 


INSTRUCTION No. 47. 

COMMERCIAL CARS: Trucks; types and construction. Truck 
Chains, Worm Driven Rear Axles. Trailers. 

**The Automobile Truck. 


It is interesting to note that the automo¬ 
bile truck and delivery wagon manufac¬ 
turers have increased at a very rapid rate, 
greater in proportion than the passenger 
car. 

Probably the subject of trucks will in¬ 
terest many of our readers as it is fast tak¬ 
ing the place of horse drawn vehicles. There 
isn’t much to be treated in this subject, 
however, as the truck as a whole, is pre¬ 
cisely the same principle as the pleasure 
car—with the exception of minor details 
of construction which will be taken up in 
their respective order. 

Therefore for one to master the truck con¬ 
struction and operation, he has but to refer 
to the subjects of engines, carburetion, ig¬ 
nition, lubrication, operating a car, etc. 

\ * 

We will classify the commercial cars into 
two divisions; motor delivery and trucks. 

The motor delivery is usually an auto¬ 
mobile of the pasenger car class, with a 
special delivery body, as illustrated on page 
16. Inasmuch as this type of car was 
treated in previous Instructions, it will 

not be further dealt with here. 

• 

The truck is constructed along the same 
lines, except the chassis is heavier and chain 
or worm drive is usually employed. 

Trucks are made in sizes from % ton 
capacity to 10 tons and over. The greatest 
number in use being the 1 to 2 ton capac¬ 
ity. 

How to select a car for commercial use is 
treated on page 52 8. 

The motive power. Trucks are propelled 
by either gasoline engines or electric mo¬ 
tors. 

The electric type is dealt with on page 477. 
See also page 484. 

Truck Engines. 

The general principles of the engines are 
identically the same as used on pleasure 
cars; the ignition, carburetion, clutch and 
all parts, with minor exceptions as governor 
and starter, and the drive principle, is iden¬ 
tically the same. Therefore, if the reader 
will master the above subject he will then 
understand the construction of a truck. 

Four cylinder engines are used mostly on 
trucks. Some few manufacturers use the 
two-cylinder-opposed type engine, but not 
six, eight or twelve. See page 8 33 for a 
typical 4 cyl. truck engine. 

The four cylinder engine is more efficient 
for truck and tractor use, than a six or 
twelve cylinder engine. The four has less 

*The prices are now considerably more. **See 


parts, simpler to care for and as the speed 
is less than that of a pleasure car the four 
cylinder engine is the adopted type for 
trucks and tractors. 

Ignition must be positive and simple and 
as the speed is limited, and due to the 
governor action on the carburetion mixture 
to cylinders, the magneto is the adopted 
type of ignition for most trucks—see pages 
255, 277, 832, 312, 285. 

Starting is usually by means of the “im¬ 
pulse” starter—see pages 832, 277, 255. 

Governor. Most all high grade trucks 
use governors—see page 839. Gasoline 
feed is usually the gravity principle. 

Truck Drive. 

The drive method is usually one of two 
methods; the double chain or the propeller 
shaft. See page 74 6. 

The double chain drive has the advan¬ 
tage of a solid or “dead” rear axle but 
has the disadvantage of a chain, which 
causes considerable wear and jerky action. 

The worm driven rear axle is considered 
the best. A“live” axle is used, but con¬ 
structed in such a manner that it is as sub¬ 
stantial as a “dead” axle. 

See page 748 for the “four-wheel drive’’ truck 
on page 678 for the “internal’’ gear driven axle. 

Speed of average truck is 9 to 17 m.p.h. 

Gear shift is usually the S. A. E. stand¬ 
ard, page 490. 

Gear ratio—Three speeds forward are usually 
provided, giving ratios in the gearbox of 4 to 1, 
2 to 1 and 1 to 1; and with a rear axle ratio of 
10% to 1 the total reduction is 41%, 20% and 
10% to 1. The face of the gears is on an aver¬ 
age about 1% inches wide. 


♦Details of Three Models. 


Capacity, lbs. 

.... 2,000 

4,000 

7,000 

Price. 

. . . .$1,575 

$2,200 

$3,000 

Wheelbase, in. . . . 

.... 128 

148 

168 

Tires, front . 

. . . . 34x3 

36x4 

36x5 

Tires, rear . 


36x6 

40x5 

Bore. 

. . . . 3% 

4y 8 

4% 

Stroke . 

. . . . 5 

5y 4 

sy 2 

Horse power .... 

. 19.61 

27.20 

32.40 

Speed, r.p.m. 

_ 1,700 

1,300 

1,200 

Speed, m.p.h. 

.... 22 

17 

14 

Gear, ratio in high 

gear 7%-l 

8%-l 

10%-1 

Final drive .... 

.. . . Worm 

Worm 

Worm 


Operating a Truck. 

It would be merely a repetition to go into 
details here as to operating a truck, because 
it is identically the same principle as ex¬ 
plained in operating a pleasure car under 
instruction No. 34. 

Trailers —see pages 74 6, 822. 

also, pages 822, 825, 821, 484. 











748 


DYKE’S INSTRUCTION NUMBER FORTY-SEVEN. 


Differentia) 
Housing On 
Rear Axle, 
Also On 
Front Axle 


Fig-1 



Drive Shaft 
To Front Axle 
Similar To Rear Axle 


Shafts Which 
Drive Wheels 
2 


Brake 
Pulley — J 
Connects With 
Steering Device 
4 Wheels Steered 







S 

l IN- 

UJ 

1 




NION inside BEARING 

RSAl 

r-te) 


UNlVE 

JOINT- 


UNTVTRAAL 
JOINT 
driving _ 
PINION-t) 

U.J. 

SHAFTS 


FtMK5E<F) 



SPtHOUt 


DRIVEN 
GEAR IN 
WHEEL 


KNUCKLE AJUri 
CONNECTS with 
steering device 

STEERING 

knuckle 


Fig. 3—One 
trating how 
versal joint 
pinion (E) 
in wheel. 


of tbe 4 wheels illus- 
the shaft (D) of uni- 
(B), on which is a 
drives internal gear 


Steering 
way of 
steering 


is by connection in usual 
the knuckle arm with 
device. 



Drive Shaft 
From Engine 
& Clutch To 
Transmission 


Fig. 2—Illustrates the method of placing the 
differential housing on the “dead” front and 
rear axle with drive shafts (2), which drive 
the universal joint (B, fig. 3) by flange connec¬ 
tion (F). 

which thev are driven. All four wheels are 


Nash Quad 

Truck. 

Drive meth¬ 
od: All four 
wheels are 
driven by 

means of two 
drive shafts 
leading from 
the transmis¬ 
sion (fig. 1). 
to a differ¬ 
ential hous¬ 
ing (fig- 2) 
mounted on 
“dead” rear 
and front 
axles. 

In order that 
the front 
wheels can be 
turned for 
steering, uni¬ 
versal joints 
(B, fig. 3) 
are connected 
to shaft 
flanges (F. 
fig. 2). There 
are internal 
gears in all 
wheels by 
steered, see fig. 3. 


Specifications of the Nash Quad. 

Engine is (Budda) 4 cylinder; L type cylinder 4 * 4 x 514 . 
28.9 h. p.; Ignition is type “G4” Eisemann magneto, page 
285; Carburetor—the model “L” Stromberg, fee index: 
Governor is the Simplex, see index, this governor cuts off at 
a speed of 14 miles per hour or engine speed of 1500 revo¬ 
lutions; Clutch is the Borg and Beck, page 42; Brakes are 
internal expanding in each wheel and one external contract¬ 
ing on drive shaft. Tires solid rubber 36x5; Wheel base 
142 and 124 inches; Tread 56 inches; Capacity of truck is 
4000 lbs., maximum is 5200 lbs; Fuel tank 26.7 gallons with 
reserve tank of 5 gallons; Water capacity, 11 gallons. 


F. W. 

Drive: Power from engine (fig. 20), is trans¬ 

mitted through a Hele-Shaw clutch (see fig. 4, page 
40), to main transmission, thence through a silent 
chain to a sub-transmission, thence to front and 
rear “live” axle through drive shafts P. The front 
and rear axles are similar to other automobile 
“live” rear axles, except it is necessary to have 
universal joints connected with spindle of front 
wheels so that the front wheels can be turned for 
steering. The steering device connects with the 
front wheels, not the rear. (See fig. 60 and 61, 
page 690 for steering device used). 

The locking center differential: A feature of this 
truck is a center “locking differential” in the 
sub-transmission. Normally this differential is in 
action to compensate for the difference in speed be¬ 
tween the front and rear axles when turning cor¬ 
ners. Thus, by the center differential action tire 
economy is assured. Should the truck be in a 
position where the rear or front wheels are slipping, 
the center differential can be locked by means of 
a lever (L), operating a clutch connecting with 
each drive shaft, so that the differential action is 
thrown out of use and all four wheels driven at the 
same speed. When truck has been extricated from 
the soft spot, the locking lever (L) is released and 
differential is again in action. If one of the axles 
is permanently damaged or disabled the propeller 
shaft (P) can be disengaged and other axle used. 
There are also differentials hi the front and rear 
live axles. 


D. Truck. 


Specifications of F. W. D. Truck. 

Model B, 3 ton; Wisconsin T-lieed, 4 cylinder, bore 
4%"x5 1 /^" stroke with cylinders offset %" and 
rating of 36.1 h. p.; Ignition, Eisemann high ten¬ 
sion magneto with impulse starter; Carburetion, 
Stromberg model G; Governor, Pierce (page 840), 
adjusted for maximum speed of 14 ra. p. h. on high 
speed; Tires, 36x6; Gasoline tank, gravity feed. 30 
gallons; Gearshift, same as fig. 1, page 490. Load 
distribution, designed so that 45% of total load is 
carried on front wheels and 55% on rear wheels. 
Transmission gear ratio, 1:1 on high, 2:1 on sec¬ 
ond, 4:1 on low and 4:13:1 on reverse. Total gear 
reduction 8.9:1 high, 17.80:1 on second, 35.60:1 
on low, 36.07:1 on reverse. 



FIG. 20 CLFTCH. 


>S-\ 




FRONT 

AXLfi. 




» 


CHART NO. 309X—Explanation of Two Four Wheel Driven Trucks. 

Nash Motor Co., Kenosha, Wiscn.; Four Wheel Drive Auto Co., Clintonville, Wiscn. Another well known mako 
is the Duplex TYuck Co., Lansing, Mich. 





































































































































COMMERCIAL CARS. 


749 



Baldwin roller chain “master 
link” with cotter ping and an 
extra roller link, for coupling. 


Truck Chains. 

Roller type chain: The truck chain is usually what is termed a 
roller type of chain. The roller part is clearly shown in the illus¬ 
tration. This is the part which fits in between the teeth of the 
sprocket. 

1 ton truck; pitch 1"; di. roller or %"; width roller % to % 

2 ton truck; pitch 1*4"; di. roller % or "; width roller % to 

3 ton truck; pitch 1%"; di roller 1"; width roller % to 1". 

5 ton truck; pitch 2"; di. roller 1%"; width roller % to 1^4". 


The pitch is measured from center to center 
of link, when roller type. The width of roller 
is measured along its length and the diameter is 
measured cross-wise, (or refers to its thickness). 

To remove a chain the master link cotter pin 
or sometimes a wire clip is removed and the 
master link withdrawn. 

On some chains the parts are detachable and 
the chain can be lengthened or shortened with 
ease, whereas with the solid chain the task is 
not so easy—a special tool must be used. 

Care of Chains. 

If chains could be protected from dust and be 
run in an oil bath, they would last much longer, 
but no method of doing this has yet been sue* 
cessfully devised. A case or housing cannot 
be fitted around the chain, because the construc¬ 
tion would also require it to contain the brakes 
as well as the sprocket, and to surround the axle. 

When chain becomes too slack the chain and 
sprocket are bound to suffer in consequence. 

When chain is worn an uneven or jerking mo¬ 
tion is imparted to the drive system when slow¬ 
ing down, coasting and suddenly picking up speed 
etc. Therefore a chain should be well lubri¬ 
cated and kept adjusted. 


Cleaning and Lubricating. 

Tallow gives a chain the best protection against 
dust and grit. It is melted and chain (after being 
cleaned by soaking in kerosene) is laid in the li¬ 
quid tallow—hang it up to dry and then wipe off 
the surplus grease—see also, page 741. 

Teeth of sprockets when worn may be remedied 
in some instances by reversing. 

A new chain will stretch—a link should be re¬ 
moved after it is well set. The rivets are cut 
with a chisel. Master links should bo carried. 

Adjusting chain tension—slight play is neces¬ 
sary, but equal slack should be in each chain. 
They should be loose enough to run easy without 
climbing the sprocket tooth. Adjustment is usu¬ 
ally made by the radius rod, or large adjusting 
screws provided for the purpose. (see page 20 
showing radius rods equipped with right and left 
adjusting device). 

The enlarged section in middle portion of radius 
rod is an enlongated nut, which is tapped with 
both right and left hand threads. The rods have 
threads cut on them to correspond. Turning the 
nut in one direction lengthens the rod and turn¬ 
ing it in the opposite direction, shortens it. The 
principle is identically the same as in a turn 
buckle, this however is a much stronger con¬ 
struction. 


Truck Tires. Rear Axle and Spring Lubrication. 


Tires—several forms and types of solid tires 
used for truck service are shown in the tire in¬ 
struction, see pages 555, 560 and 561. See page 
741, how to remove a truck wheel. 

Truck Rear Axles. 

There is very little to be said about the chain 
driven rear axle as the wheels revolve on the 
spindle of the dead axle—usually on roller bear¬ 
ings. See page 31 for illustration of a dead 
axle and page 20 for a jack shaft—also page 746. 

The worm driven rear axle is the popular type 
in use and as an example, the Sheldon is explained 
on pages 750, 751, and the Timken, page 762. 

Springs. 

Springs—inasmuch as the springs of a truck 
are subjected to considerable strain, they should 
ke kept in good condition. A method usually 
employed is to raise the frame of car with a jack 

as shown in fig. 12, which causes the leaves of 
spring to separate—graphite is then inserted 

The Powrlok or M 


between the leaves and wiped dry after removing 
the jacks. The spring clip nuts should be tight. 

A Truck Gear Box Alignment. 

When replacing the gearbox on trucks having 
separate jackshaft brackets (as in the chain 

drive Mack), it is ad¬ 
visable to test the jack- 
shaft and gearbox align¬ 
ment (fig. 13). To do 
this, cut two disks of 
1-64 in. galvanized iron 
to fit the outer bores of 
jackshaft brackets, and 
drill a small hole through 
the center of each. These 
disks are placed in the 
outer bores of each 
bracket, and a fine 
thread passed through 
the drilled holes and the 
gearbox in the manner illustrated. Measurements 
from the outside of the bearings to the thread 
show when the alignment is perfect. 

and S Differential. 




With an ordinary differential as shown on page 
34, when one rear wheel gets into a soft spot 
it will turn or spin. With this differential, noth¬ 
ing of the kind happens because the angle of the 
worms (D and M) is such that, while the side 
gears on axle shafts (A and B) can drive the 
worms, the worms cannot drive the gears on 
axle shafts (A and B), and as a consequence 
the differential is locked, or axle is like a solid 
axle so far as the movement of the wheel in 
relation to the differential is concerned. 

When both wheels are firm on the ground and 
can travel freely, the differential is enabled to 
act in the usual manner when turning corners, 
etc., by reason of the fact that the gears on axle 
shaft ‘(A and B) can drive the worms. 

This device prevents skidding to a great ex¬ 
tent and insures positive traction at all times. 
(Mnfgr’s Powrlok Co., Cleveland, O.) 






























760 


DYKE’S INSTRUCTION NUMBER FORTY-SEVEN. 




Brake. Operating Cams. 


BRfliu: 5 rmuv 


Brake 5hrm Bracket 


Stmc Slllyl 


Drive Shm-tP \ f |l | 

Axl c x J iff 41 

Brake Band. f/mlfil 

Brake Band Linihg ~\ Ml 1 1 


!"<■ kctrinm. 


Brake BRwpLiw.tuft. 


ona 


R»ml Cwi"G 


Wl»i £ Wwiri CftHRUI 


STurrmc. e»ox 


WORM 


nuLtR 

CAP 


WORM 


DimmwTift. flMntLT. 


WHEEL 


FIG. 3 HOUSING 
Brahe Drum. 


FIG 


4 


Replacing Rear Wheel. 

In replacing wheel on shaft, put key in position in 
key way, then place hub over shaft with key way in 
hub in line with key on axle shaft. You may not be 
able to get nut (which jams key) screwed in far enough 
at first, because the hub will not be far 
enough up on shaft. Do not attempt to 
draw the hub up with key jam nut alone, 
but drive wheel on and take up with 
the nut as hub creeps on the shaft. 
When hub is well up in position, take 
off outer nut, jam the key tight against 
the bearing with jam nut and then place 
outer nut back in position before putting 
on hub cap. 


Removing Worm and Wheel Carrier. 

They come out as a unit complete with 
worm gear, differential, etc. (fig. 7, chart 
309B.) Before lifting out carrier, the 
axle shaft must first be removed and the 
carrier unbolted from the axle housing. 

Procedure: Jack up wheels and re¬ 

move; take off wheel bearing retainers 
by unbolting them from brake spiders, 
(fig. 8); pull out axle shafts, remove 


GHAUT NO. 309-A—Adjusting, Removing and Assembling a Truck Rear Axle. (Sheldon worm 
drive type as an example.) 

See page 762 for Timken Worm Drive Truck Axles. 


Front Wheels. 

Fig. 1—To mount front wheel beaxings—tape* 1 roller: 

(I) insert bearing (A) in the hub and press ugainst 

shoulder (0). (2) screw retainer (G) in place and lock 

with screw (H). (3) insert bearing (B) and press 

against shoulder (D). (4) mount hub on spindle 

(J) and tighten nut (E) against shoulder of axle (K). 
(5) there should not be more than 1-1000 inch clearance 
between nut (E) and bearing (B). To secure this fit, 
the hub should not be able to slide back and forth. 
There should be no endwise movement of spindle, but 
the bearings should not be bound and the hub should 
move freely. Shoulder on nut (E), could be filed down 
if hub does not fit freely. If wheel revolves freely 
you know adjustment is o. k. If not try another nut, 
having shoulder (K) more full. 

Care must be taken that inner bearing seat is tight 
against the collar on the spindle. Test by moving 
wheel from side to side. 


Fig. 2—Wheel alignment—To test; jack both front 
wheels up—with chalk held in fixed position against 
tires, spin wheels, drawing line around the tire. The 
distance between the lines measured at the front of 
the wheel should be from % to % inch less than in the 
rear. 


To “take in” or ‘‘let out” on wheel alignment— 

Loosen clevis jam nuts on end of cross rod. Remove 
pins—screw clevis either in or out as needed. If 
steering knuckle is bent or steering arm is bent, re¬ 
place it. If cross rod is bent—straighten before re¬ 
aligning wheels. Front wheels are “cambered” so 
wheels are little closer together at the bottom than 
at the top. See page 683 for “camber” and “toe-in.” 


Rear Axle. 

Is of semi-floating type (see page 33.) Axle is 
mounted throughout on ball bearings except that 
straight roller bearings on the wheels are sometimes 
provided. Lubrication of the worm gears is very im¬ 
portant. To put oil into housing—(see figs. 3 and 5) — 
unscrew filler cap and pour oil in until it overflows. 
When new it may be necessary to add oil every two 
or three weeks, if oil level goes down. Drain old oil 
every 5,000 miles and flush out with gasoline and thor¬ 
oughly clean. Heavy oil such as 600VV (steam cyl¬ 
inder oil) is best for worm gear lubrication. 

• . 

Removing Rear Wheels. 

To remove rear wheels, a wheel puller (fig. 6, chart 
309-B) is provided. Jack up axle, unscrew cap screw 
(A), remove hub cap (B), remove drive s-haft nut 
(0), press out disc (D), replace hub cap (B), insert 
set screw (E), and jam against drive shaft (F), tap 
back of wheel (G). 

Do not attempt to pull wheel off by simply tightening 
up on the set screw. Be sure to tap against rim of 
wheel on inside, after you jam the set screw against 
the shaft, otherwise you are liable to strip the thread*. 














































































































































































































































COMMERCIAL CARS 


751 



FILLER SPOUT 


BRAKE DRUM S 





IM POSITION 


?Nfl PoSlTIOW. 


Fig. 9.—Top view of 
carrier ana housing. 
Bump housing on top at 
points marked by black 
■quares to loosen carrier 
from housing. 



nuts which fasten carrier to axle housing marked “re¬ 
move” (fig. 9.) These nuts are all near the outside 
edge. Do not disturb any of the other nuts, as they 
have nothing to do with carrier removal. Fit an eye 
bolt (any blacksmith can make) into the hole in top of 
carrier (fig. 9) and lift out carrier with chain hoist by 
means of this bolt. If entire axle lifts up with carrier, 
bump housing lightly on each side of carrier with 
heavy bar at points marked by black squares (fig. 9), 
applying force downward. Do not use small hammer 
or hit too hard. 

Do not destroy gasket by driving chisel between 
carrier and housing. 

On W-30 and W-50 axles, used on 3 and 5 ton trucks, 
there is a thrust bearing on each side of the differential 
as shown in fig. 10. Be careful they do not fall into 
housing when carrier is lifted out. They can be held 
in place by reaching hand in axle tubes and smearing 
with heavy grease, while carrier is being lifted out. It 
is important that right hand bearing is re-assembled oa 
right hand side and left hand bearing on left hand side 
Do not interchange. 

Reassembling. 

Reassembling: Remove drain plug and wash out 

carrier and housing with gasoline and clean thoroughly. 
See that all parts are clean. See that gasket between 
carrier and housing is in perfect condition. Set carrier 
back in place. On W-30 and W-50 axles put thrust bear¬ 
ings on same side from which removed. On these axles 
they must be put in place before carrier is dropped in, 
and must be held until carrier gets down far enough 
to keep them in their proper position. This can be done 
by smearing with heavy grease as before mentioned. 
Bend a short hook of % inch iron, insert the hand hold¬ 
ing the hook in axle tube and hook over bearings at 
bottom, at point X, fig. 10, applying sufficient pressure, 
pulling towards you to keep bearings from falling out. 

Bolt carrier in place. Put axle shafts in place, mak¬ 
ing sure that the hex part of shaft is shoved well back 
in hex part of differential case. 

Replace wheel bearings, first washing them with gas¬ 
oline. Pack bearings and also brake spider, with 
grease. The grease will then work into and through 
bearings when shoved back in place. Put on wheel 
bearing retainers and draw up tight. Replace wheels, 
being sure key that fastens hub to axle shaft is driven 
up well. Refill housing with oil. Run axle by hand by 
twisting on the front end of worm shaft to make sure 
it is in good condition before attaching the universal 
joint. 

Brakes. 

The foot brake is the regular service brake The 
hand brake is the emergency and for use when it is 
desired to set brakes while car is standing still. Both 
brakes on Sheldon axles are internal type, on the small 
axles they are of the cam type and on the larger sizes 
the “wrap-up” type. In this latter type the brake 
action gradually increases automatically. 

Adjustment: Equal adjustment is essential. There is 
no adjustment in the brakes themselves (it being all 
in the parts which pull the brake levers.) On the late 
type axles the adjustment is made by a sector attached 
to the brake pull lever, as shown in fig. 11. To tight¬ 
en up on the brake levers, simply take out bolt which 
fastens the sector to the lever, and move the hole in 
the lever one hole (towards the rear) on the sector. 


On older type axles the adjustments were made by 
simply tightening up the pull rods. 


In braking the truck with the engine with 
switch off and on low gear, care must be 
taken. If you intend using engine and low 
gear on a hill, engage your low speed before 
you reach the incline, because changing gears 
while a truck is rapidly descending is apt to 
strip the gears. The engine used this way 
makes a powerful brake and saves the brakes. 
The spark should be given just before reach¬ 
ing bottom of incline in order to start engine 
before actual bottom is reached. 


CHABT N"0. 309-B—Sheldon Truck Axle—continuation of chart 309-A. 





















































































































































































752 


DYKE’S INSTRUCTION NUMBER FORTY-EIQIIT. 







♦Tractor Designs. 

1—Four-wheel tractor 
design with two large driv¬ 
ing wheels in rear and two 
smaller steering wheels in 
front. The front wheels 
vary in diameter and also 
in tread. They are gen¬ 
erally placed farther apart 
than shown. 



2— Four-wheel tractor 
design in which two front 
wheels are so close to¬ 
gether as to really serve 
as a single wheel. 

3— Three-wheel tractor 
design with two large 
driving wheels and one 
steering wheel located 
at one side and in front. 
The diagram shows a two- 
cylinder engine. 

4— Three-wheel tractor 
design with a double 
steering wheel andi one 
very large rear wheel for 
driving. There is a sec¬ 
ond rear wheel made quite 
small for balancing. 

6—Three-wheel tractoi 
design using two large 
driving wheels and one 
very small wheel in rear 
for steering. 

6— Four-wheel tractor 
design with large driving 
wheels in rear and rela¬ 
tively small front wheels 
for steering. Note the 
cross method of engine 
mounting. 

7— Unusual tractor de¬ 
sign, with two large steer¬ 
ing wheels mounted very 
far apart and with two 
driving wheels placed very 
close together at the rear. 

8— Two-wheel tractor 
design to which you can 
couple any piece of farm 
machinery. The entire 
power plant is mounted 
between the two driving 
wheels. 


9 — The combination wheel and caterpillar tractor, with a single caterpillar for driving in the rear and 
two steering wheels in front. 

10— The short caterpillar using a caterpillar, or flat wheel construction at each side. This design 
has been on the market for some time. 

E—is the engine; G—gears driving internal gears in rim of tractor wheels; W—tractor drive wheels. 

S—steering. 

What a Tractor Must Do. 


1st—Must work efficiently after six years. 

2nd—Must reduce horses to the minimum. 

3rd—Must supplant horses. 

4th—Must cultivate row crops. 

5th—Must plow and cultivate, both. 

6th—Must handle two plows under bad conditions 
and three under good conditions. 


7th—Must operate 7- or 8-ft. binder at 2% to 8 
m. p. h. 

8th—Must have power to operate road grader, 
manure spreader etc. 

9th—Must have belt power to operate any hay- 
baler or 24- to 28-in. threshing separator 
with self-feeder and wind stacker; must op¬ 
erate corn 8heller, feed grinder, sawmill, etc. 

10th—Must cost less than $1,000. 


Class of Work. 

LIGHT WORK. 

HEAVY WORK. 

BELT WORK 

Pumping, Washing, Oream 
Separating, etc. 

Feed Grinding, Ensilage Cut¬ 
ting, Shelling, Shredding. 
Threshing, etc. 

HAULING 

Hauling People, Farm Pro¬ 
duce, Merchandise, etc. 

Hauling Grain, Building Ma 
terial, etc. 

FIELD WORK 

Planting, Cultivating, Mow¬ 
ing, Raking, etc. 

Plowing, Discing, Harrowing, 
Drilling, Harvesting, etc. 


11th—Must weigh less than 
5000 lbs. and be guaran¬ 
teed one year. 

12th—All working parts in 
oil; self-steering; direct 
drive for all speeds and 
belt pulley; speed enough 
for plowing and road 
work; low center of 
gravity. 


CHART NO. 310—Tractor Designs. Diagrams Showing the Different Principles Used. 

(Motor Age.) 

•See page 829 for tractor drive methods. 












































































































































































































































































































































INSTRUCTION No. 48. 

THE TRACTOR: Class of Work. Medium Size Tractor for 
General Farm Work. Gasoline-Kerosene Carburetors. 


Fuel: The tractor was formerly propelled 
by a steam engine, but is now usually pro¬ 
pelled by a gasoline engine, which uses 
gasoline or kerosene for fuel. *Two methods 
of using either gasoline or kerosene is ex¬ 
plained in chart 311. 

The engine can bo either a multiple cylin¬ 
der, vertical or horizontal opposed type. 
The 4 cylinder engine is used quite exten¬ 
sively and for the same reason as it is used 
on trucks, per page 74 7. The engine va¬ 
ries but in a few details from that used on 
automobile passenger cars. See page 8 32 
for a typical 4 cyl. tractor engine—see also 
page 831. 

The engine ignition is generally by means 
of magneto and with an “impulse” starter 
—see pages 832, 255, 277, 275, 747. The 
governor is used, as the tractor engine does 
not vary in speed so much as an automobile 
—see pages 839 and 832. 

The drive systems differ however, but the 
same underlying principles such as clutches, 
jack shafts with differentials, etc. are em¬ 


ployed, but of much heavier and larger 
design**—see pages 829, 830. 

We would advise the reader to send for 
catalogues of some of the leading tractor 
manufacturers. These catalogues will give 
the reader the information on the drive 
methods and the instructions in this book 
on engines, ignition, etc. will give sufficient 
information on the engine. In this way 
one can gain a good working knowledge of 
tractors. The two gasoline-kerosene car- 
buretion principles are explained on pages 
754, 827 and the air washer on page 828. 

A leading concern who has agreed to send de 
scriptive catalogues, pertaining to tractors, to 
our readers, is the Minneapolis Steel and Ma 
chinery Co., Minneapolis, Minn, manufacturers of 
the famous “Twin City” tractors—see page 832. 
Other tractor manufacturers are Holt Mfg. Co., 
Peoria, Ill.; 0. L. Best Tractor Co., San Leandro. 
Calif.; Yuba Mfg. Co., 433 Calif. St., San Fran 
cisco, Calif. 

The address of three leading gas engine maga 
zines are; The Gas Engine, Cincinnati, Ohio.; Ga» 
Review, Madison, Wiscn. Gas Power, St. Joseph. 
Mich. 


What a Medium Size Tractor Will Do. 


The medium-size, medium-priced tractor, oper¬ 
ating under average conditions will plow one 
acre 7 in. deep on 2 V 2 gal. of gasoline and 
Vd gal. of lubricating oil. This, in brief, is the 
result of an extensive inquiry made by the 
United States Department of Agriculture embrac¬ 
ing data received from 200 tractor users in the 
corn belt in Illinois. 

The information is given in bulletin (No. 719) 
of the department, which is entitled “An Econo¬ 
mic Study of the Farm Tractor in the Corn Belt,’’ 
and which includes information from the users of 
tractors of various sizes and on various sized 
farms. 

Best Size Tractor to Purchase. 

Belt work represents 60 per cent of the total 
work of a tractor. For belt work to be thoroughly 
efficient the engine needs about the same power 
as is required for four plows, making the three 
and four plow outfits the best sizes for general 
utility on the farm. 

Another important conclusion drawn from the 
data collected indicates the size of tractor most 
suitable for a given size farm and lays particular 
emphasis on the fact that the medium-size, medium- 
priced tractor “appears to have proven a profita 
ble investment in a higher percentage of cases 
than any others.” The sizes recommended for 
various sizes of farms are: 

Acreage No. Plows 

of Farm Handled 

200 or less.3-plow 

201-450 .4-plow 

3-plow second choice 

451-750 .4-plow 

5- and 8-plow second choice 

It is further noted that the smallest farm upon 
which the smallest tractor in common use—the 
2-plow machine—may be expected to prove profi¬ 
table, is one of 140 acres. 

The bulletin further states, that the chief advan¬ 
tages of the tractor for farm work, according to 
the operators, are (1) its ability to do heavy 
work rapidly, thus covering the required average 
in the season; (2) the saving of man labor, and 
(3) the ability to plow to a good depth, particu¬ 
larly in hot weather. The chief disadvantages 
are put down as difficulty of efficient operation 
and packing of the soil when wet. 

One significant fact brought out is that the pur¬ 
chase of a tractor seldom lowers the actual cost 


of conducting the farm and that the purchase of 
the tractor usually must be justified by increased 
yield. 

With regard to the number of days a tractor 
is used, the report gives figures which vary from 
49 for the 2-plow machine to 70 for the 6-plovr 
machine. Nearly 45 per ce-nt of the tractor user* 
report that they do custom work for others, which 
would seem to indicate that the tractor is too large 
to be kept busy on the home farm. The life of 
tractors, as estimated by their owners, varies 
from 6 seasons for the 2-plow machine to 10^4 
seasons for the 6-plow outfits. 

Repairs Cost 4% of Purchase Price. 

The longevity of the tractor b-rings up the que» 
tion of repair expense, and in this connection thr 
bulletin points out that though no accurate statis 
tics are available on this, it would seem fair to 
count upon probably less than 4 per cent of th« 
initial cost annually. This represents the averag* 
for farm machinery generally. 

Under favorable conditions a 14-in. plow drawn 
by a tractor covers about 3 acres in an ordinary 
working day. Under unfavorable conditions larg* 
gang plows will cover less ground per day per 
plow than will the small ones. Plows drawn by 
tractors do better work on the whole than de 
plows drawn by horses, the average depth in 
Illinois with tractors being 1% in. greater than 
with horses. It is stated that the tractor displaces 
about one-fourth of the horses used on the average 
farm. 

Power Required Depends Upon The Soil. 

The resistance that soil offers to the passage 
of a plow bottom varies from 2 to 20 lbs. per 
square inch, depending upon the character of 
the soil. 

This being so, a bottom which requires a pull 
of only about 400 lbs. at the draw bar to turn a 
furrow 14 in. wide and 6 in. deep, may require as 
great a pull as 850 lbs. in a soil of different con¬ 
st '»utio-n, or a maximum of nearly 1700 lbs. in the 
most intractable soil. 

Therefore the power of the tractor must be de¬ 
termined by the character of the soil and the num¬ 
ber of plows it pulls. One should secure a soil 
map of his locality from his State Agricultural 
College and p-st himself on the relative condition 
of the soil in his neighborhood and the power re¬ 
quired before purchasing a tractor. 


♦See also page 829 for “Tractors;” 826 Ford Tractor; 827 Holley Kerosene Carburetor for Tractors. 

See page 831 for kerosene difficulties. , A ' . . 

♦♦The tractor engine must stand continued running at, (at least) three-quarter power for an aggregate 
of several hours steady running, therefore the bearings and parts of engine should be heavier and 
capable of withstanding this strain—see page 839 for “tractor drive methods and 831 for Trans¬ 
mission of power” and page 832 for a typical tractor engine. 





754 


DYKE’S INSTRUCTION NUMBER FORTY-EIGHT. 


♦♦Schebler Kerosene Carburetor—Single Type. 




It is also advisable on some sizes 
of engines to heat the incoming air 
to the carburetor, and we find that 
it rarely occurs that too much heat 
can be applied to the air supply. 


Schebler Model D 
(single) carburetor: 

The successful use of 
kerosene is not a pro¬ 
blem of the carbure¬ 
tor alone, but in¬ 
volves both the carbu¬ 
retor and a proper de¬ 
sign of engine. 


It is absolutely necessary and must 
be understood, that kerosene can on¬ 
ly be burned with the application of 
the proper amount of heat. 


SCCTiO* TnRu v*AT fR Fffo 




THREE W AY 
W*L VC 


6*soLif*e 


Fig. 1. The Schebler Model D “Single” Carburetor, with 
special water throttle for use with kerosene on tractor and 
stationary engines. 


The intake manifold must be kept as hot as possible, perferably by the exhaust heat, 
for if heat is not applied, there will be a precipitation on the walls of the manifold. 

Heat on the manifold has two objects: First, to aid evaporation of the heavier parts of 
the fuel; second, to neutralize the ^refrigeration produced by the evaporation, so that the in¬ 
coming charge of gas introduced into the engine, is in an intimate mixture and at a uniform 
temperature. 

Users of kerosene have always found it advisable to use water to prevent pounding under heavy 
loads; and also, water injection prevents excessive deposits of carbon. In this water or kerosene throttle 
attachment, there is a small hole in the carburetor side of the throttle, through which may be 
introduced a stream of water controlled by any suitable type of needle valve. While the engine is 
pulling a load, this needle valve which controls the supply of water from any suitable source, should be 
opened only sufficiently to remove the pound. When engine is stopped, water must be shut off. The 
engine must be started and warmed up on gasoline and then can be switched over to kerosene. 


**Kingston Kerosene Carburetor—Double Type. 

Kingston double carburetor: (shown in fig. 2.) This carburetor is so constructed that either gaso¬ 
line, motor spirits, kerosene or distillate may be used by shifting of lever No. 31, which operates fuel 
switch valve No. 29 from on$ side to the other. The construction of carburetor with two bowls allows 
gasoline fuel to be supplied to one bowl and kerosene, motor spirits or distillate to the other, so after 
starting engine on gasoline and after it is warmed up, a switch to the other fuels can be made in¬ 
stantaneously by the shifting of lever No. 31. Then if engine refuses to pick up load, a switch back to 
gasoline can be made at once. 

Adjustment: The fuel supply to each bowl is controlled by needle valves No. 11. The method of 
adjusting is to turn this valve to the right (first loosen lock screw No. 12) until it is down on 



valve seat. Then turn back to left one complete turn 
for preliminary starting. To adjust needle valves 
correctly, engine must be running up to speed, set 
spark lever in retarded position and follow out 
these operations: First turn the needle valve 
slowly to the right until the engine starts to back¬ 
fire through carburetor. Then slowly turn to the 
left until the engine picks up maximum speed. Also 
notice the exhaust coming from outlet. After en¬ 
gine warms up and proper adjustment has been 
made, the exhaust should show up clear, no smoke 
to speak of. Too much fuel produces black smoke. 

When engine is operating right, tighten lock screws 
No. 12. The needle valve lock spring is intended to 
hold adjustment of needle val.ve, but to make doubly 
sure that needle valve is held in proper adjustment 
the lock screw No. 12 should be set up tight. The 
needle valve is the only adjustment on the Kingston 
carburetor. 

The auxiliary air is controlled automatically by 
ball valves see page 152, which takes care of the 
mixture at all speeds above or below normal speed 
so that after the adjustment is once made on the 
needle valves no further adjustments are required. 

Stop valve at each of supply tanks should be shut 
off when tractor isn’t being operated. The float 
valve in carburetor might stick or fail to keep sup¬ 
ply of fuel to bowl or float chamber cut off, and it 
would mean that the carburetor would flood and 
fuel would run out and be wasted. 

For tractor use—fuel must be connected to both 
bowls from both tanks when operating tractor. 

Air washer: The Kingston carburetor (Kokomo, 
Ind.), uses an air washer, called the Bennett type, 
manufactured by Wilcox-Bennett Co., Minneapolis, 
Minn. See page 828 for principle and purpose. 


CHART NO. 311—Carburetors for tbe Use of Kerosene or Gasoline. 

*Oause; as the fuel is drawn through inner pipe, heat is required to evaporate it, consequently heat is drawn 
from pipe, leaving it cold, evaporation then stops—for this reason extra heating is supplied. (see also 
pages 165 and 158.) **See page 827 Holley kerosene carburetor and page 831. 

Note; it is practically impossible to start an electrically ignited engine with kerosene when engine is cold. 
Kerosene does not give off vapor until heated nearly to the boiling point of water—it must be heated and kept 
heated, otherwise it will condense. 

























































































































OTHER TYPES OF ENGINES. 


755 


INSTRUCTION No. 49. 

OTHER TYPES OF ENGINES: Motorcycle, Marine, Station¬ 
ary Engines. Two Cycle Engine. Diesel Engine. Motor 
Bob. Re-designing Old Cars. Service Cars. Steam Cars. 


Other types of engines are motorcycles, 
marine, stationary, Diesel, two-cycle, aero, 
etc. We will not attempt to give detailed 
explanations in this book—as it would re¬ 
quire too much space to properly treat the 
subject; but to those who are interested 
in the above subjects we would refer them 
to Dyke’s Motor Manual. 


♦Motorcycle Engine. 


The motorcycle engine is usually a four 
cycle type of engine and is made with one, 
two and four cylinders. The air cooled 



A twin cylinder motor 
cycle engin®. 


ing systems, clutches, 


cylinder is in gen¬ 
eral use. The ‘‘twin 
type” cylinder is 
the most popular 
and cylinders are 
usually placed 4 2 
to 45 degrees apart. 

Why they are 
placed 4 5 degrees 
apart and such sub¬ 
jects as firing or¬ 
ders, etc. is fully 
explained in Dyke’s 
Motor Manual, to¬ 
gether with com¬ 
plete details of 
valve timing, driv- 
transmissions, etc. 


The connecting rods are usually placed on 
one crank pin, sometimes there are two 
crank pins—in the latter case the firing im¬ 
pulse would differ. The fly wheels are us¬ 
ually enclosed in the crank case, (see fig. 
7, page 74, and Insert No. 3.) 

The four cylinder motorcycle engine is 
also in use and is very similar to the auto¬ 
mobile engine, but smaller and lighter. 



The Smith Flyer is a light motor vehicle made 
from a four-wheeled buckboard with a Smith 
“motor wheel” attached to the rear. 

This machine though its entire weight is but 135 
lb*., is capable of running at 20 to 25 m. p. h. 
and runs from 50 to 60 miles on 1 gal. of gasoline. 

The control consists of a small thumb lever 
attached to the steering wheel and clutch and 
foot brakes are the same as those on a regular 
automobile. The wire wheels are fitted with 
double tube clincher tires and are 20 in. in di¬ 


ameter. The wheelbase is 70 in. and the tread 
is 30. The motor wheel is lifted about an inch 
off the ground by means of the clutch and is 
cranked by a handle on the drive wheel. By let¬ 
ting out the clutch the wheel is dropped to the 
ground. Price of this outfit is $135.00. 

In winter the wheels can be removed and sled 
runners attached, making it a motor sled. 


COMPRESSION RELEASE 
Zr T mKOTT t£ CONTROL 


CONTROL WIRE CABLE 


STEERING BY T WOT ING MOVEMEn 
BACK WARD & FORWARD MOVEMENT^ 

OPERATES BRAKE & CLUTCH 



The Auto-Ped, manu¬ 
factured by the Auto- 
Ped Co. of America, 
Long Island City, 
N. Y. To drive, op¬ 
erator is in standing 
position. A 6 volt 
lighting generator i* 
inclosed in flywheel 
case. 


ENGINE IS GEARED TO 
wheel through disk 
Clutch 


Marine Engines. 

Marine engines are also built along the same 
lines as the automobile engine when of the four 
cycle type, but with the addition of a governor on 
large engines. 

The smaller types of marine or motor boat gaso¬ 
line engines are frequently of the two cycle type. 
The two cycle type of engine is explained on page 
756. 

The marine engine is built heavier than the 
automobile engine because it is run most at full 
speed or power for long periods of time, however, 
on the modern marine engine it is capable of vary¬ 
ing speed by use of the throttle and spark the 
same as the automobile engine. 

The ignition for marine engines is similar to 
the automobile engine, but in many instances the 
“make and break” system page 260, and oscillat¬ 
ing type, page 264, also K. W. is used. On the 
small two cycle type the jump spark with vibra¬ 
tor coil and battery is used to a great extent, also 
the make and break system described on pages 
214 to 216. In fact, the make and break system 
is used quite extensively on large four cycle type 
of marine engine because it is of the low tension 
type and is not affected by dampness, which is the 
case where high tension current is employed. If 
high tension is used, then it must be well insu¬ 
lated because of dampness. 

The carburetion is similar, but on some of the 
larger types of marine engines a double carbure¬ 
tor, using gasoline to start on and kerosene to run 
on is quite often used (page 754). 

The clutch is used between the engine and re¬ 
verse gear, and is practically the same principle 
as an automobile clutch. 

A gearbox is some times employed which gives 
one speed ahead with a lower ratio than the direct 
drive. The reverse gear is also employed. Some¬ 
times, however, the propeller itself is made so the 
blades will shift at various angles or pitch, (which 


♦ See also pages 843 to 846, and Insert No. 3. 


—continued on page 757 



















756 


DYKE’S INSTRUCTION NUMBER FORTY-NINE. 




F/GZ 


BY 

A BYPASS 
SCREEN IS 
USUALLY 
PLACED PER 
DOT¬ 
TED 
LINE 


F/G./. 


E XHAU5T PORT 
CLOSED 


GAS PASSING FRON 

crank Case 

CYLINDER 


INLET PORT TO - 
CYLINDER CLOSED 


GAS BEING 
DEFLECTED UP 
BY OEFlECTOR'D’ 


BURNT GAS 
PASS ING OUT 
EXHAUST PORT 


ATER 
JACKET 


INLET PORT TO 
'CRANK C-ASE OPEN 


CHECK VALVE SUCKED 
OPEN BY "UP* MOTION 
OF PISTON- 


CHECK VALVE 
CLO-SEO. 


SPA R N 
PLUOr 


GAS UNDER 
COMPRESSION 


CARBURETOR 


Two port two-cycle engine.—Fig. 1. Piston is now at bottom of its stroke. Notice two things are 
occurring; (1) gas entering cylinder from crank case through “by-pass” port; (2) combusted gas is passing 
out exhaust port. 


Fig. 2. Piston almost at top of stroke. Note 
spark just about to take place; (2) fresh gas is en¬ 
tering crank case from carburetor through inlet 
port to crank case. 

*Therefore with two movements of piston, one 
up and one down, or one revolution of crank, four 
actions took place; (1) intake of gas into cylinder; 
(2) exhaust; (3) compression and intake to crank 
case; (4) explosion. 

When the piston travels up, a vacuum is formed 
in crank case which causes the gas to be sucked 
in through crank case inlet port or check valve. 

When piston travels down a pressure is formed 
in crank case (5 to 9 lbs), which forces the gas in 
crank case through “by-pass” into cylinder. 



Fig. 4. Note the exhaust 
port on a two-cycle engine 
opens slightly before the cyl¬ 
inder inlet port or “by-pass” 

opens. 


A “baffle 
plate” (D) pre¬ 
vents fresh gas 
from heading to¬ 
wards the ex¬ 
haust. 

Note when pis¬ 
ton is down, pres¬ 
sure in crank case 
forces the check 
valve of carbure¬ 
tor to close (fig. 
1). When piston 
is going up, the 
vacuum formed in 
crank case sucks 
check valve open 
(fig. 2.) 

*On a four-cycle 
type of engine 
this would re¬ 
quire four move¬ 
ments of piston 
or two revolu¬ 
tions of crank, 
(see page 58.) 


two things occurring; (1) gas is being compressed and 



Fig. S. When a mixing valve is used the check 
valve is a part of the mixing valve. 

When a carburetor is used with a “two port” type 
of engine a check valve must be used as shown above 
(figs. 1 and 2). A carburetor can be used however 
with a three port type without a check valve as the 
port is opened and closed by piston. 


CHART NO. 312—Principle of the Two-Port Two-Cycle Type of Internal Combustion Engine. 

(See page 757 for other details of a two cycle engine.) A very satisfactory two cycle engine used on a motor¬ 
cycle is made by Cleveland Motorcycle Co., Cleveland, Ohio. 





























































































































OTHER TYPES OF ENGINES. 


757 


—continued from page 755. 

reverses the direction of propulsion) in the place 
of a speed gear and reverse. 

Stationary Gasoline Engine. 

This type of internal combustion engine is usu¬ 
ally of the four cycle type. The cylinders are 
large in diameter and the stroke is usually larger 
than the bore. The speed is slow (160 to 600) 
but constant. 



. 3 A horizontal engine (Witte), with a rocker arm for oper¬ 

ating the cxhauet valVe mechanically The inlet valve is automatic 

but when the exhaust Tolve is opened, note the bar (IB) closes inlet 

tight, although a spring is also provided. 

A governor is used to keep the speed at a cer¬ 
tain number of revolutions and it is due to the 
governor action on a stationary engine that you 
will hear exhausts at uneven intervals. 

♦Governors are divided into two general types; 

the “hit and miss’’ type and the ‘‘throttling.’’ 

The “hit and miss’’ principle is generally used 
with engines using gasoline as fuel and the “throt¬ 
tling’’ type, with engines using kerosene or lower 
grades of fuel. 

The reason why the “throttling type’’ governor 
is used with kerosene engines is due to the fact 
that kerosene, when used as a fuel, enters the 
combustion chamber almost in the form of a 
liquid, while gasoline enters more in the form 
of gas. The combustion chamber on a kerosene 
engine accordingly must be maintained at a fairly 
high temperature to properly vaporize the fuel 
and this temperature should also be fairly uni¬ 
form. 

It is the writers opinion that the reason trou¬ 
ble is experienced from carbon formation, where 
it is attempted to burn kerosene in a “hit and 
miss’’ governor engine, is because the combus¬ 
tion chamber on such engines cools off quite fre¬ 
quently during the time that explosions are cut 
out. This trouble, can of course, be avoided by 
using pre-heater in the fuel line on such engines, 
but this is a make-shift arrangement and not 
generally satisactory. The “throttling type’’ 
governor is best as it comes nearer maintaining 
a uniform temperature. 

The fuel may be either gasoline, naphtha, kero¬ 
sene or any one of the many other petroleum 
products of low grades, when properly heated. 
Natural and artificial gas are also used. 

Ignition is usually jump spark on small engines 
and wipe spark, page 215, or similar to the “make 
and break,’’ ©n larger engines. 



Cn of the engines using a low grade fuel, 

no ignition device is used, as for instance the 
Diesel engine. On others, a hot tube is pre 
heated and serves for ignition. The latter re¬ 
quires complete vaporization of the fuel—all of 
which is covered in Dyke’s Motor Manual. 

The “hit and miss’’ governor action is shown 
in fig. 20. When speed of engine increases more 
than governor is set for, the ball (B), by centri¬ 
fugal action, assumes position (Bl). This causes 
eccentric sleeve (A) to allow pick-blade (E) to 
catch in notch part of (M). This holds open the 
exhaust valve and also prevents the spark contact 
<M) coming in contact with (K), cutting off the 
ignition. When the speed decreases, the ball (B) 
assumes slow speed position which causes eccentric 
(A) to move out from hub of fly wheel and discon¬ 
nect “pick-blade’’ or “detent-rod’’ from notch in 
(M) and the engine fires again and exhaust valve 
assumes its regular work until speed increases 
again, at which time the same action is repeated. 
This cutting in and out by governor is why the un¬ 
even impulses ono notices on a stationary engine. 

Throttling type governor controls the admission 
of gas into the cylinders instead of cutting off tin- 
spark. Principle is shown on page 154, fig. 5, and 
pages 840 and 841. 


Aero Engines. 

Differ but little from the regular automobile 
engine, see pages 900 to 920. 


**Diesel Engines. 

Are used quite extensively for stationary pur 
poses. It is also the type used on submarines 
The fuel is a low grade of oil and ignition is ac¬ 
complished by air compressed to several hundred 
pounds pressure, resulting in its temperature be¬ 
ing raised sufficiently to igni-te the fuel injected 
into cylinder, (see pages 758 and 587.) 


Two Cycle Engine. 

The two cycle type of engine is especially 
adapted for small powered launches, where light 
weight and medium power are the main requisites 

The two cycle engine is divided into three 
types; the “two port’’ which is adapted for slow 
speed, the “three port’’ high speed snd the com 
bined “two and three port,’’ suitable for power 
work. 

The fuels most generally used are gasoline and 
kerosene, and on heavy duty commercial boats a 
still lower grade of oil is used; but on larger 
heavy duty engines of this type, the four cycle 
principle is most generally employed. 

The two cycle or “valvcless” type of engine 
derives its name from the fact that the gas is let 
into and out of cylinder through “port-holes’* as 
they are uncovered by the piston. These ports 
take the place of valves as used on a four oycle 
engine. 

During two movements or strokes of the piston, 
the four operations of, intake, exhaust, compres 
sion and explosion occur, (see page 756.) 

On a four cycle type of engine, page 58. this 
would require four movements or strokes of the 
piston. 

The terms two-cycle and four-cycle are not ap¬ 
propriate. Originally the terms were two-stroke- 
cycle and four-stroke-cycle, and these were the 
more nearly correct. See page 756. 


Gas Producers. 

Are not internal combustion engines, but are 
generators of gas from hard coal, coke or charcoal 
There are two types, the pressure type and the 
suction type. The pressure type stores the ga» 
into a tank or gasometer. The gas is then sup¬ 
plied to any regular type of gas engine as a fuel. 

With the suction type, the gas is generated in 
the gas producer, then passes through a washer 
and is then drawn into cylinder of engine by 
suction of piston. See Dyke’s Motor Manual. 


★ See pages 839 to 842, 153 and 154 for throttling type governors. **One manufnctu'rer of the Diesel 
Engine is the Busch-Sulzer Diesel Engine Co., 2nd and Utah Sts., St. Louis, Mo. 


























































































758 


DYKE’S INSTRUCTION NUMBER FORTY-NINE. 


Diesel Four Cycle Operation. 

Stroke 1—Admission. During this stroke the 
piston travels dwwnward and the cylinder is filled 
with air only—at atmospheric temperature and pres¬ 
sure, no fuel being introduced into the cylinder 
during this stroke. 

Stroke 2—Compression. During this stroke the 
piston travels upward and the air taken into the 
cylinder during the preceding stroke is compressed 
to about 500 pounds per square inch, resulting in 
its temperature being raised to about 1000 degrees 
Fahrenheit, or sufficient to positively ignite any 
liquid fuel injected into it. No fuel is introduced 
into the cylinder until the completion of this stroke. 

Stroke 3—Power or working stroke. When the 
piston has reached the upper end of the compres¬ 
sion stroke (or slightly in advance) the fuel valve 
opens and a measured quantity of fuel oil is grad¬ 
ually injected into the cylinder through the ato¬ 
mizer which breaks it up into a finely divided 
spray, the orifices in the atomizer being so pro¬ 
portioned that at full load the admission of fuel is 
distributed over about 10 per cent of the power or 
working stroke, the rate of admission being such 
that there is no appreciable rise of pressure within 
the cylinder beyond that of compression pressure. 

The quantity of fuel oil delivered to the atomizer 
chamber is adjusted to the various load require¬ 
ments by the action of the governor upon the fuel 
pump. 

The injection air at 750 to 950 pounds per square inch is furnished by a small two or three stage 
compressor, driven from the engine shaft. To prevent the possibility of preignition, this air is thor¬ 
oughly cooled before being delivered to the atomizer. 

When the measured charge of fuel has passed into the cylinder, and during and following combus¬ 
tion, the gases expand and drive the piston downward. W r hen the piston reaches the lower end of the 
stroke (or slightly in advance) the exhaust valve opens and the remaining pressure is released to 
atmosphere. 

Stroke 4—Exhaust. During this stroke the exhaust valve remains open, the piston travels upward 
and the products of combustion are expelled from the cylinder, completing the cycle. 

Principle of tlie Diesel Engine. 

The general arrangement of the valves and fuel injection apparatus of the Diesel motor, as illus¬ 
trated in Edward Butler’s book on “carburetors, vaporizers and distributing valves,” is shown in fig. 2. 

The cylinder C has very little clearance between the top of the piston F and the bottom of the com¬ 
bustion chamber B at the end of the compression stroke, at which moment the injection valve operated 
by the lever J will be opened, to permit the injection of a charge of fuel forced (during about 20 de¬ 
grees of the crank revolution) from the supply pipe P assisted by an atomizing charge of super-compressed 
air through the pipe D. 

The cage containing the injection valve is water-jacketed, water entering and leaving by pipes W. 

The operation of the air admission valve A and the 
exhaust valve E is mechanically controlled in the con¬ 
ventional manner. The movement of the fuel-admis¬ 
sion valve is very slight, giving a narrow annular open¬ 
ing for the entry of the oil. Surrounding the valve 
spindle are a series of brass washers perforated par¬ 
allel to the spindle by numerous small holes. 

The oil is pumped into the space around the valve 
spindle near its middle, and by capillary action finds 
its way between the washers and into the perforations. 

The air for fuel injection is admitted behind the oil; 
and because of its high pressure, blows the oil into 
the cylinder when the valve opens. 

The amount of oil admitted is regulated by the gov¬ 
ernor, which controls the time of opening of a by pass 
connecting the discharge and suction sides of the oil 
pump. At light loads the oil is pumped to the fuel 
valve for part only of the admission period, and air 
alone will enter past the valve for the remainder of 
the period. 


Fig. 2—Section of the Diesel engine. The oil 
is forced into the cylinder by air pressure. 



1st Cycle 
Intake 


2nd Cycle 
Compression 




3rd Cycle 
Working Stroke 



4 th Cycle 
Exhaust 





Four-stroke Cycle. 


mm 


t INLET OF COMPRESSION 3-COMBU5TI0N 4.EXPULSION 
PURE Mg or PURE AIR. AND EXPANSION OP THE GASES 

OF THE SPRFfED OF COMBUSTION 
ENGINE OILS 


Fig. 1—Diagrammatic illustration of the prin¬ 
ciple of the four-stroke cycle Diesel. 


CHART NO. 312-A—The Diesel Engine. Note second paragraph from top, how the fuel is ignited. 
(Electric ignition is not used.) 



































































































A SERVICE CAR. 


759 








TKmt UMP EXTENSION i> 


1 - Tire tools. 

2- P u m p s, 
blocks and 
heavy tools. 

3- Extra tubes 
and tire re¬ 
pair. 

4- Bolts, nuts, 
and small re¬ 
pair parts. 


5— Gas can. 

6 — Oil can. 

7— Bolts, nuts, screws. 

8 — Small repair parts. 

9— Tools. 

10-Towing dolly, shovel, axe, pick, bars, battery, spare 
tires, etc. 


Table of Service Car Body Dimensions 


Car 

Model 

A 

D 

E 

F 

G 

H 

I 

J 

L 

-1 

M 

Hudson 

4-37 

70 

39H 

20 

14 

12 

15 

12 

70 

43 'A 

18 

Cadillac 

53 * 

84 

28 

23 

12 

12 

19 

14 

53 

55 

15 

Studebaker 

4-58 

58 

25 'A 

25 

8 

10 

18 

12 H 

55 

45 

11 

Ford 

T 

48-up 

O-up 

15 X 



— 

• • 

48 

34 

15K 

Chevrolet 

4-90 

55 

29 

16 

8 

9 

.. 

13* 

43 

32 

13 H 

Dodge 

•* • 

60 

35 

19 

11 

8 

16 

12 

43 

47 

17 

Chalmers 

5-15 

68 

31 

24 'A 

10 

11 

12 

10 

48 

45 

20 

Hupmobile 

32 

47 

23 

15 

9 

5 


-- 

50 

41 

13 

Paige 

6-A6 

68 

30 

22 

10 

10 

- 

12 

52 

54 

12 


WINNING E>OARD 


(•—seat on one side only.) 

All dimensions in inches 

How To Make a Service Car. 

A service car is necessary in all up-to-date garages. It bears the same 
relation to a service station as does an ambulance to a hospital. It is a travel¬ 
ing representative of the service station and should impress the public that 
quick, clean and efficient service is given. 

Any old chassis can be utilized for the purpose and by following the 
dimensions in table, fig. 7 a very attractive and serviceable car can be con¬ 
structed. 

One very important point to bear in mind is that the service wagon must 
be attractive in appearance—clean, well-painted, and it must run smoothly 
and quietly. 

It will be one of the best investments you can make. 

Painting: For example, cars giving Chalmers service are painted English Ver¬ 
million, with black hood and running gear. Hudson service cars are white, with 
black trimmings. If the dealer is giving service on a particular make of car he 
should find if a standard service car color is used. If not the car may be painted 
any bright color that will give distinction. 

Fig. 1—After studying hundreds of service cars in dozens of the largest cities 
and many smaller ones, Motor World believes that a design of this general kind, is 
best. Note particularly the method of carrying the towing pole, the jack mounting 
on the running board and the location of the several spot lamps. 

Here is a detail drawing of the body shown above. The lettered dimensions on the drawing 
are given in the table fig. 7 ; the figures refer to the location of the various tools and accessories. 

Pig. 3 An alternative type of body, built especially for very light chassis, often is desirable, in which 

case the" arrangement can be made something like this. This is a body that is used quite successfully by 
the Chevrolet company in Detroit. There is an almost endless variety of arrangements, and in laying out 
a car a shop foreman should be guided by the particular class of work he expects to be called upon to do. 

rig. 4 _This is a view of the interior of the service car shown in fig. 1. Note the chocks and the neat 

arrangement of the tools, the seat at the right not being shown, so that the compartments are visible. 

rig 6 _This is a detail drawing of the jack mounting shown on the service car illustrated in fig. 1. 

In this case 5 -ton jacks are carried, though any size can be substituted. Get them big enough to care for 

the heaviest work to be done and they will also serve for light work. 

rig. 6 _The service jacks can be carried bolted to the running board, like this, thumb screws being 

used for quick action. 

Fig 7 _This table of dimensions, which is to go with the drawing fig. 1, has been compiled after a 

careful and critical studv of hundreds of service wagons. The figures given are intended to be for average 
requirements of the average service car built on the various chassis which are listed in the table. 



Fig. 2- 


CHART NO. 313—A Service Car; How To Construct. (See pages 821 and 822 for converting a 
Ford car for Commercial use.) 

(From Motor World, by Mr. S. Thornton Williams.) See page 732, “Towing in a Car.’’ 















































































































































760 


DYKE’S INSTRUCTION NUMBER FORTY-NINE. 


Re-Designing and Speeding Up Old Cars. 



Fig. 1 —Usual form of racy roadster with bucket seats 



Fig 3—.4 suggested body design for class and wind resistance lowering 


Fig 2 —Type of body designed for minimum wind resistance 


Fig. 4 —One tray to fit auxiliary oil system when tank tx at rear 





Generally speaking, the replacing of the old body 
•with a raceabout type is the most important con¬ 
sideration in rejuvenating an old one, but usually 
the steering column has to be lowered and some¬ 
times a leaf removed from each of the springs to 
make up for the lighter body, although this latter is 
not essential by any means. All too often, old cars 
have springs that are too weak for the heavy 
bodies with which they were originally burdened, 
and these prove just about right for the lighter 
bodies. 

Changes in the valve timing are often made to 
assist in the speed possibilities, and sometimes dif¬ 
ferent axle gears are used so as to raise the ratio 
between engine and wheels. It must be borne 
in mind, however, that many chassis and engine 
changes of this kind will work to the disadvantage 
of the car for slow running. They will serve to 
make the machine faster, but they hamper the en¬ 
gine’s ability at low throttle running. In other 
words, it will not have the flexibility on high gear. 

Body being the first consideration in making a 
speedster, it might be well to take up some of the 
possible designs. For Fords* the combinations offered 
by concerns making a business of this kind of werk 
are indeed attractive. You can get a complete out¬ 
fit of radiator, hood, floor boards, rear gasoline 
tank, and body in the neighborhood of $100, and 
it is surprising what a difference these make. Other 
concerns make a specialty of the body proper ex¬ 
clusive of radiators, hoods, tanks, etc., and it is 
also possible to get bucket seats alone, so that, with 
a little ingenuity quite a presentable racy-roadster 
can result from combinations with old chassis. 


not also add to the appearance. Usually the hood 
is sloped somewhat as an added feature. Undoubt¬ 
edly a high, narrow radiator (page 190) also does 
its part in improving the looks, but this is carrying 
the alterations to quite an extreme. 

**Wind resistance is quite a factor in hampering the 
speed of a car, far more of a factor in fact, than 
most motorists realize. To attain greatest speed, 
the head resistance, by which is meant the surface 
against which the wind strikes, must be made as 
small as possible, and the body must be so -smooth 
along its length that there are no obstructions 
against which the wind can strike and thus form 
eddies. In other words, the air should be allowed 
to slide along the body without having to come in 
contact with lamps or other obstructions. 

Getting streamline effect: This is the streamline 
idea, and in order to carry it out best, the radiator 
should be as narrow as consistent with proper cool 
ing. the hood should slope, and the rear should 
taper. If a taper tail is fitted, this forms the most 
perfect form of body so far as wind resistance is 
concerned, providing the reBt of the body conforms 
with it. Tires and gasoline tanks obstruct the air, 
and wherever possible they should be placed with¬ 
in the tail, if one is fitted. It is not always easy 
to keep some parts from offering wind resistance, for 
generally the spare tires have to be carried outside. 
Two body designs that carry out the wind resistance 
reduction theory very well are shown in figs. 2 and 3. 

Thus, even if the engine and gear ratio are not 
altered at all, more speed is obtainable by cutting 
down the wind resistance and fitting the lighter 
body. Usually from 10 to 15 miles per hour is 
added to the possibilities of the vehicle by these 
changes alone and sometimes, with engine specially 
tuned for speed work though timing and valves are 
not altered, it is possible to get even more. The 
reduction in wind retardation, however, permits of 
raising the gear ratio sometimes where it would 
not be practicable to do so otherwise. Often if a 
car is fitted with a standard ratio of 4 to 1, say, 
this can be raised to 3 to 1, if the other factors 
have first been changed. 


Dressing up the cars: The illustrations here¬ 
with are suggestions as to how to dress up the 
chassis in several ways. Many of the most attrac¬ 
tive of the types that have come to our attention 
have been made by enthusiasts, with the assis¬ 
tance of a tinner or other tradesman of similar ex¬ 
perience. The usual form of racing roadster is 
shown in fig. 1. 

This has bucket seats that are attached directly 
to the floor with gasoline and oil tanks and tires 
carried at the rear in a way that adds to the appear¬ 
ance. The dash is sloped slightly, and the steering 
wheel brought down so as to make steering easy with 
the seats in this low position. Sometimes running 
boards and mudguards are entirely eliminated as 
shown, with steps at the side to assist in getting 
into the car, while often the owner prefers to have 
the mud-guard» as a matter of protection. They 
retard the speed a little where fast driving is the 
thing most sought, but it is a question if they do 


Some of the mechanical points that can be 
changed are the carburetor setting, adjusting it 
so that while it may not allow the engine to 
throttle down so well, i-t works better at the higher 
speeds. Usually this is the result of making the 
mixture leaner, and it ordinarily has the added 
advantage of preventing the engine from getting so 
hot. 

The magneto or other ignition apparatus can 
also be altered to conform to the higer speeds, this 
usually being a matter of setting the timing ahead 
a slight amount, the exact extent of which depend* 
entirely upon the engine. 

More power, and consequently more speed, is of¬ 
ten obtainable by reducing the vibration through 
accurately balancing the pistons.f In other words, 
a set of pistons of exactly the same weight should 
be used if pos-sible. Often speed bugs have gone 
so far as to drill the connecting-rods in order to 


CHART NO. 314 — Re-Designing and Speeding Up Old Cars. (From Motor Age.) 


*See also Ford Supplement. **See also, page 587. tSee also, pages 818, 813, 792 






























































RE-DESIGNING OLD CARS. 


761 


—continued from chart 314. 


Racing Car Exhaust Effect. 


lighten these reciprocating parts as much as pos¬ 
sible, but this ordinarily is not advisable, for the 
rods are undoubtedly weakened thereby, and not 
being designed for such treatment, they often will 
not stand the strain (determined by amount of 
stock in rods). 

Extra lubrication is often advisable where the 
owner wishes to maintain excessively high speeds 
for any length of time. This can very simply be 
attained by rigging up an auxiliary supply that 
will feed directly into the crankcase. An easy 
scheme to employ is shown in fig. 4, chart 314. A 
hand pump is pivoted to the floor of the car as in¬ 
dicated, and an air line runs from it to the top 
of the oil tank at the rear. The delivery pipe from 
the oil tank to the crankcase runs from the lower 
side of the tank, and thus the air pressure due to 
the hand pump forces the excess oil to the engine. 

Sometimes an auxiliary oil tank is fitted to the 
engine and under the hood if there is room. There 
is a pipe connecting from the bottom of this to the 
crankcase, and a valve is interposed in the pipe to 
allow of controlling the oil from the seat by means 
of a rod. 

Such auxiliary devices as these and the altering 
of the camshaft and valves are extremes to which 
the average man cannot go, although they are con¬ 
ducive of surprising results where intelligently car¬ 
ried out. (see Ford Instruction.) 



P\ 0 . 2 —Suggested method of connecting oit pump on side of rooer body with oil 
tank in rear and motor orankoaee 



- Speedster body lor 1915 Cadillac eight with cantilever springs to 
reduce ova all height. « 



Fig. 6—The low rum¬ 
ble in the exhaust of a __ 

racing car is due gener- ^-^77 - 

ally to the design and - j a .;Oq v ’ 

construction of the en-.■'/ ' - 'KO~ r <J > 
gine. One method to ob- ' 

tain this effect is to mag¬ 
nify the sound as in 
fig. 6. This shows a 
large sheet steel cylinder. 

A, fitted with a conical- «*»««« «o *«• 

shaped head into which 

the exhaust pipe is led as shown. The end of the ex¬ 
haust pipe should be flared, as shown at B. The 
rear end of the cylinder A is covered with a 
metal cap into which several holes have been made. 

We have seen this arrangement used very success¬ 
fully on a small high-speed engine, the exhaust of 
which sounded like a high-powered racing car. 
Many of the racing cars give out a metallic sound¬ 
ing exhaust because the exhaust pipes and headers 
are made of thin metal. This thin metal will vi¬ 
brate under the periodic exhaust impulses and set 
up a peculiar ring of its own. Of course, the 
thinner the exhaust pipe the better will be its ra¬ 
diating effect. 





Fig. IS —Suggestion for roadster decign for 1912 Pierce-Arrow 


Fig 14 —Mercer with body similar to Mulford’e Frontenac 



lrig. j 7 —Bow a form truck might be made from old Winton 



p, B estreiitter h odjr on Saxon rtx drtigned after idea* 0/ Ho tor Age reader 


Addresses of Eody Builders. 

Following are the addresses of a few concerns 
who specialize in bodies made to order: Charles E. 
Schutte, Lancaster, Pa.; Auto Remodeling Co., 1501 
Michigan Avenue, Chicago; Detroit Auto Products 
Co., 38 Sherman Street, Detroit; Lehman Mfg. Co., 
Cannelton, Ind.; Auto Sheet Metal 1\ orks, 2301 
South Wabash Avenue, Chicago; Wright. Cooler & 
Hood Mfg. Co., 4867 North Clark Street, Chicago, 
etc. Submit sketches for quotations from the above 
concerns. 

Note. Above names secured from trade magazine 
advertisements. 


i 








CHART NO. 314-A—Re-Designing and Speeding Up Old Cars continued. 

The different methods emploved are shown in the dotted lines. For instance in 
i. shlwn whereby bucket seats* are installed and a cowl is bn.lt around the seats. 

2 % to 1. 


the Buick model 30, the idea 
The gear ratio is changed to 
























































































































762 


DYKE’S INSTRUCTION NUMBER FORTY-NINE. 



S«ctlon throws.! Houk 
wire wheel. The wire 
wheel hub Is shown In 
black 



Fig. 12 


Wheels. 

Wheels are divided into four classes: Wood, wire, disk and steel 
spoke wheels. The latter type being confined to motor truck use. 

The wood wheel predominates but does not possess the lasting 
qualities of metal, and costs less. 

If wood spokes become loose and squeak, the cause is usually 
due to dryness, from lack of washing. To remedy, swell spokes by 
soaking well with water. If this fails, try plan per page 810. When 
wood spokes break, new one can be fitted. 

Wire wheels are lighter and are generally of the demountable 
type. The triple spoke construction is the favored type. 

When wire wheel spokes break or become loose new ones can be 
inserted or loose ones tightened similar to bicycle spokes. Hub caps 
on wire wheels must be tight, otherwise there will be an intermittent 
clicking noise. 

Disk wheels are now popular and add considerably to the appear¬ 
ance of a car. The steel disk is usually dished and welded or bolted 
to the felloe. The hub is usually bolted to the disk. See also, fig. 
12 . 

Manufacturers of wire wheels: Houk Mfg. Co., Buffalo, N. Y.f 
Great Western Wheel Co., La Porte, Ind. 


Adjusting Timken Worm Drive Truck Axles. 


To adjust worm: Bearings on either end of 
worm shaft are set to allow a slight end play which 

is taken up by expansion of 
the worm when in operation. 
If end play is too great, caus¬ 
ing excessive wear in bear¬ 
ings, adjust by means of cup 
“A”, fig. 1 . First loosen 
bolts “C” and “D”, next 
Fie 1 remov e lock “B” and turn 
adjusting cup “A” towards 
left (as you sit in car) until end play is approxi¬ 
mately .015". 

To adjust differential bearings, remove carrier 
from housing. Loosen cup bolt “F” (fig. 2 ) and 
lock ‘‘G”, then turn adjusting ring “E” until 
properly adjusted. Make adjustments on left-hand 
bearing only. Do not touch right-hand differential 
bearing, as it will disturb proper meshing of worm 
and gear. 

Wheel bearings are adjusted so that when you 
grasp rim of wheel at top and bottom in a perpen¬ 
dicular line you can feel a barely perceptible shake. 



Examine wheel bearings in hub about every 
5,000 miles and see if properly adjusted and lubri¬ 
cated. To lubricate wheel bearings, fill hub full 
with a light grease, free from acid and grit. 

To lubricate worm and worm gearing fig. 3: 

Remove filler cap and pour in oil until level with 
opening. Examine condition and amount of oil 
weekly. If it contains grit or is so thick it will 
not circulate, drain housing by unscrewing plug 
at bottom. Run kerosene through to cleanse, then 
refill with oil. 

The worm wheel revolving in the oil carries it 
to the upper part of housing fig. 4. The worm in 


revolving throws the oil to the sides where it is 
caught by troughs marked by arrows. The oil 
runs by gravity to front and rear of housing and 
is drawn through the bearings by their pumping 
action and from there flows back to starting point. 



Once every month remove axle housing plate 
and clean out the oil ducts with a wire. Although 
the housing is dirt proof the oil may become so 
thick it will not circulate. When replacing housing 
plate coat the washer on it with shellac and tighten 
all bolts. 

Occassionally an axle will leak oil at forward 
end of worm shaft. If so, draw up on packing 
gland “H”, fig. 1 . 

Oil to use: Do not use oil which will clog the 
oil passages. Use only high grade oil, free from 
acid and grit and that will stand a cold test of 
zero or below. 




CHART NO. 315—Wheels. Timken Worm Drive 

and 2 ton; Nos. 6650-6652, 3 and 3ton. 


Truck Axles. No. 6456, 1 ton; Nos. 6551-6552, lft 


I imken-Detroit Axle C’o., Detroit, Mich., Manufacturers. 




























































































































STANLEY STEAM CAR. 


763 


The Stanley Steam Car. 


Engine—double acting, taking steam at each 
end of cylinder. Slide valve—built in a unit with 
rear axle and driving through a spur gear on dif¬ 
ferential (GD) (fig. 3). Crank shaft spur gear 
(DG) is the drive gear on engine. 

The valves which control the admission and 
exhaust, are operated from eccentrics on the crank 
6haft and through a link motion (LM), through 
(LSS) which is connected with left pedal (fig. 2) 
and controls the range of motion of the valve. 

There are three passages when the valve is open 
for a large part of the stroke. This admits steam 
at boiler pressure and shuts the valve a certain 
distance before the piston reaches the bottom of 
its stroke. For the rest of the traveling the pis¬ 
ton is driven by the expansion of the steam. 
Pressing the pedal (T) forward until it catches 
or hooks up causes the valve to close earlier. 
This means that less steam is taken from the boiler 
and the piston is driven a longer distance by the 
expansion. This, of course, is more economical 
of steam and the condition for normal running. 

The longer valve opening is used for starting 
and practically for nothing else. With the pedal 
pressed forward the operation of the valve is re¬ 
versed so that the engine will run backwards, 
this giving the reverse motion. 

After leaving the engine, the steam goes to 


feed water heater thence to the top of the radiator, 
upon passing through which it condenses into 
water and this water flows back to the main tank. 
Differing load and road conditions entail the loss 
of some steam, and it is this loss which has to be 
made up by refilling the water tank. However, 
sufficient water can be carried for 200 to 250 
miles of ordinary running, or, in other words, it 
takes this amount of ordinary running before the 
slight loss of steam is equivalent to the whole 
tank full of water, which is about 20 gal. and is 
placed underneath the car, below frame. 

Boiler—Fire tube type. The flues being welded 
by the acetylene process to the bottom head. 

Burner—Just as we have to open the throttle 
when we want more power from the gas car, so 
do we want more heat from the burner when we 
want more power from the steam car. 

How kerosene is used: The kerosene under 
pressure is first led through a long coil placed on 
top of boiler, where the exhaust gases of combus¬ 
tion yield up part of their waste heat, by pre¬ 
heating the kerosene. From this top or heating 
coil the kerosene passes by way of the automatic 
control and main burner valve to the vaporizer 
(located in the fire) here the hot kerosene is 
transferred into a true gas and after being mixed 
with a definite amount of air is burned with the 
blue “Bunsen” flame. 


Questions Answered Relative to the Stanley Steam Car. 


(Q-l) Where is the engine located? 

(A-l) The engine is located on the rear axle 
and supported from the rear axle differential hous¬ 
ing. It is swung at other end, from the car 
frame by means of a spring strap hanger. 

(Q-2) How does engine drive rear axle? 

(A-2) The engine frame made up of four mem¬ 
bers, are carried through the differential housing, 
turning in an oscillating block at that point. Thus 
the engine and rear axle become a unit. The 
gear teeth of the engines main drive meshing 
w.ith those of the differential. 

(Q-3) What is the ratio of gearing? 

(A-3) This depends upon the size, power and 
type of car employed, in the older models it is 
2:1 and in the later models 1% :1. 

(Q-4) Where is boiler located? 

(A-4) The boiler is located in front of the 
dash, underneath the hood and behind the con- 
densor which is also a radiator. 

(Q-5) What steam pressure is usually carried? 

(A-5) All stock cars, regardless of model 
operate on 600 pounds pressure normally. How¬ 
ever for speed purposes this pressure is run 
up as high as twelve hundred to fifteen hundred 
pounds. 

(Q-6) What i r the average time required to 
raise sufficient steam pressure when cold? 

(A-6) The initial time of steaming a car when 
cold will take approximately fifteen minutes. This 
includes filling of the tanks and boiler, as well 
as the raising of steam pressure. 

(Q-7)What time if standing awhile after hav¬ 
ing been used ? 

(A-7) No time whatever required for raising 
running pressure. Inasmuch as that pressure has 
been maintained. 

(Q-8) What is the fuel consumption? 

(A-8) One of the Stanley five passenger, big 
touring cars was run for three consecutive months, 
making an average of twelve miles per gallon of 
coal oil. On long runs, this figure is increased 
as high as sixteen or seventeen miles per gallon of 
coal oil. 


(Q-9) How are the various speeds controlled? 

(A-9) From zero to the world record, is 
obtained by the opening of the throttle, the handle 
of which is located on the steering wheel. There 
is no other movement on the part of the operator 
for increasing or retarding his speed, other than 
the throttle. 

(Q-10) What is the water capacity and con¬ 
sumption ? 

(A-10) The water capacity is 20 gallons car¬ 
ried in a tank, beneath the car frame and filled 
through a radiator. This capacity is sufficient 
for a days run. We have known it to go as high 
as 350 miles. 

(Q-ll) Mention the control levers, valves, etc. 

(A-ll) When starting out with a car, a valve 
is opened which places the car under automatic 
control from that time on. When brought to a 
stop, this valve is closed. The operating controls 
are the throttle, the service and emergency brakes 
and reverse. 

(Q.12) Where are control parts located? 

(A-12) The throttle subimposes on steering 
wheel. The foot brake, usual position. Reverse, 
a foot brake. The emergency, a handle brake, 
located on the side of the car. 

(Q-13) What are the advantages of a steam 
car? 

(A-13) Entire lack of vibration; freedom from 
gear shifting; absence of clutch; absolute flexi¬ 
bility; more power per weight than is possible in 
gasoline cars; a car that cannot freeze up in 
winter weather; simplicity of controls, but 32 
moving parts, coxinting the wheels, low cost of 
upkeep; greater tire mileage; small depreciation 
factor; no smoke or steam visible in cold weather. 

(Q-14) What are its disadvantages? 

(A-14) These have in later models been over¬ 
come, but formerly they were: shape of hood; 
necessity for firing up; likelihood of freezing; ne- 
nessity of taking on water every fifty miles (be¬ 
fore condensing system used) ; steam in street. 

Note:—The above questions were answered by 
Mr. M. H. Ward of the Stanley Motor Car Co. of 
St. Louis, Mo. Mr. Ward also supplied other data 
for this subject. 


764 


DYKE’S INSTRUCTION NUMBER FORTY-NINE 


0»L, 

WATER VtD 

m el Pump 



FOR 

SHUTTING 
OFF FUEL 

Throttle 


VALVE FOR 

TURNING 

GASOLINE 

MAIM 0UI?MCtt 



Reverse and/ engine cover 

NOOK UP RODS 


STEAM CHEST 


PDG—pump drive 
gear. CP—crank 
pin. PC—pump 
crank. LSL—link 
shift lever. 1, 2, 
3, 4 — eccentric 
rod straps. LM— 
link motion. 



3'/i GAL FOOT BRAKE 

gasoline tank Pig. 2—Control. 

Fig. 2—Control of car: The left pedal give* 
the two valve positions for forward running and 
the reverse. (T) is pressed forward half way 
after starting and left there. (F») is the reverse 
pedal, and is pushed full forward when car is 
reversed. The right pedal operates the service 
brake, the lever, the emergncy brake. The 
throttle is the only control used while run¬ 
ning. A little lever partly concealed by the 
throttle lever, is for shutting off the fuel 
when making a long stop. When starting from 
dead cold, the valve turning gasoline into the 
main burner is used. On dash the left gage, 
shows the fuel pressure and is seldom looked at. 
The right gage is the steam pressure. In the 
center is the water glass that is only carried as 
an emergency indicator in the event of any 
trouble in the water feed system. 



STEAM 

A SUPER¬ 
HEATING 
GOlV 




Fig. 3—Stanley engine, rear axle and pump gear. The pumps 
are really mounted forward on chassis and are driven by a 
crank off rear axle. Electric generator also rear axle driven. 




Fig. 4—Stanley Burner—A is the gasoline 
nozzle for the pilot light and B & C the two 
main burner nozzles for coal oil or main fuel. 


Fig. 6—Diagram of water system of Stanley steam 
car. Water is pumped towards the boiler by one or 
two pumps, according to the positions of the hand 
valves A and B. After reaching a proper level in the 
boiler the release valve R is opened and the water then 
goes back to the main tank, whether the pumps are both 
working or not. In practice the left pump always is in 
use subject to the automatic control, and the right pump 
is hardly ever called into service, but doubles the 
Bupply for emergency use. 

Uniform water level; when water reaches a certain 
height, it is forced to return to the supply tank, by 
an automatic by pass, thermostatically operated. 



Fig. 6—Diagram of fuel system of Stanley steam car. 
The gasoline only supplies the pilot light which never 
goes out and the consumption is small, so the size of 
the tank is exaggerated in the cut. Kerosene, the op¬ 
erating fuel, is carried in the rear tank and pumped 
to the pressure tank from which the burner takes its 
supply. When the steam pressure reaches a prede¬ 
termined point the supply of fuel is cut off and the 
kerosene pumped is allowed to go back to the main 
tank. The heavy black line in the cut indicates the 
kerosene supply, the broken black line the return 
lines for surplus, and the grey lining gasoline. 


CHART NO. 31G—The Stanley Steamer. X)G—spur drive gear on engine; GD—differential gear in mesh 
with it; DP—differential drive pinion; DG—(lower) differential gear mesh with generator; CR—connecting 
rod; CRY—connecting rod yoke; SV—slide valve; CHG—cross head guides. 














































































































































































































































































































































































































DOBLE STEAM CAR. A MOTOR BOB. 


765 


• -- 

The Doble 

Hpw the Doble Differs from the Stanley. 

1st Doble boiler is of the water tube type. Stan 
ley boiler is of the fire tube vype. * 

2nd Doble boiler consists of 28 sections, placed 
in an insulated casing, Stanley boiler is in 
reality a big drum standing over the bur¬ 
ners. 



Steam Car. 

3rd.—Doble has no pilot light, (mixture ignited by 
electric spark.) Stanley has only a pilot 
light for ignition. 

4th—Doble uses kerosene both starting and 
running. Stanley uses gasoline for starting, 
kerosene for running. 

5th—Doble slide valve used only for admission of 
steam to engine cylinder. Stanley slide 
valve regulates both admission and exhaust. 

6 th—In the Doble the exhaust steam goes direct 
to radiator. In the Stanley the exhaust 
passes through a feed water heater before 
it goes to the radiator. 

Features of the Doble. 

Sectional boiler; 20 sections used for generating 
steam and 8 sections used for feed water heater 
or economizer. 

Absence of pilot light: This is a radical de¬ 
parture from the usual construction. 

Kerosene for starting; as well as for running. 



automatically by the tteam pressure 


Wide pistons; necessary on account of pistons 
having to open and close exhaust port (similar 
to a 2 cycle gasoline engine-) and is termed the 
uniflow principle. 

Absence of eccentrics; valve gear is a modified 
form of the “Joy vahe gear” in which modifica¬ 
tion the “correcting ’ and “anchor links” are 
eliminated, thus simplifying the construction. 

Final drive (gear ratio) is almost 1 to 1, vi*: 
47 teeth in drive gear and 49 in differential. 

A condenser is provided so that the steam is re¬ 
converted into water—and used over and over 
again. 

Lubricating oil is mixed with the water for lu¬ 
brication of cylinders. 


A Motor Bob—Wheel Drive. 


Riding board 14" wide x 1^4" thick. 2—7" strips may be used, but a single plank is best. Two 
1x3" pieces trengthen it. Two running boards hung on steel brackets offer foot rest for passengers. Sleds 
should be made of hard-wood with steel runners. 

Engine motorcycle type. Mounted in frame of %" round stock per fig. 3. Weight of bob is not 
carried on the wheels, therefore two heavy coil springs forces wheel to ground (fig. 1 ), by pull on frame. 




Also note the skid chain on 
motorcycle wheel to give it 
traction. Steering is shown in 
fig. 2 . 

Propeller Drive 




Fig. 1—Plan and elevation of the wheel driven motor bobs. • Note the truased riding board end underalung foot reat. The brake le / 

connected with the pivoted foot reat of the eteemrnan 


is shown in fig. 4. Net recom¬ 
mended for narrow gage bobs. 
Has advantage over the wheel 
in that wheel has difficulty of 
obtaining traction in soft snow 
or broken roads. Better ask 
some aeroplane propeller manu¬ 
facturer if propeller is used, at 
to revolutions and size. 



pipe 

rL4KCE 


BIDTXC 

BOA2D 


S01LD BAP 


WaSHEKS 


STEEL 0BATES 


STEEL EUKWEBS 


Left—Fig. 2—Detail of the 
front bob mounting, show. 
Ing the eteerlng mech- 
anlam 


Right—Fig. 4—A' simple 
method of mounting the 
propeller at the rear. The 
standards are made of 
2-In angle Irona, rigidly 
braced* 




( 

^-4 

i i- 



- 

—°\ 



CHART NO. 316A—Doble Steam Car. A Motor Bob. (Automobile.) 

The Doble steam car is manufactured by the Doble-Detroit Steam Motor Car Co., Detroit, Mich. Stanley, by Stanley 
Steam Car Co., Newton, Mass. 

































































































































































766 


FORD SUPPLEMENT 


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CHART NO. 317—Sectional View of the Tord Car Showing the Names and Location of Parts. 

See Insert No. 2 for half tone view of Ford power plant. See page 864-A for Ford Electric Starter. 




























































































































































































































767 


Supplement 

ON THE 

FORD 

(Model T) 

TREATING ON 

PRINCIPLE OF CONSTRUCTION, OPERATION, CARE AND REPAIR 
TOGETHER WITH USEFUL AND INSTRUCTIVE 
HINTS AND SUGGESTIONS. 

ALSO TREATING ON FORD TRUCK, TRACTOR AND HOLLEY VAPORIZER. 

(Assisted by Mr. Murray Fahnestock) 


i 


INDEX TO FORD SUPPLEMENT 


(See colored insert for beginning 


A 

Page 

Adjusting bands .770 to 779 

bearings.787 

brakes .781 

“ carburetor.798 

carburetor, fine points of.802 

clutch fingers . 776 

“ coil.808 

“ connecting rod .786 

* l differential.781 

fan blade .788 

“ wheels .774 

steering gear .773 

Address of part manufacturers.820 

Air gap clearance of magneto.807-864-J 

Air pressure for racing .815 

“ valves and priming methods .801 

Alignment of crank shaft .792 

Alignment of pistons .659 

Alignment of wheels .774 

Aluminum pistons .792 

Amperage at various speeds .770 

Atwater-Kent ignition .809-810 

Au-xiliary air valves .801 

Axle straightening .782 


B 

Ball and socket joints .773 

“ cracked.774 

Bands, cause of wear.777 

Band linings, size of .777 

Bands, removing and replacing (transmis¬ 
sion) . 777-778 

Batteries (storage) for lighting.812 

Bearings, adjusting of .787-643 

“ of transmission .776 

“ reamer .792 

“ removing of .787 

Bodies combination .821 

Boiling water .788 

Brakes .781 

Brake and reverse bands, tightening of.777 

“ band lining, size of .770 

“ drum .780 

“ fails to hold, cause of.777 

Bushings in spindle .773-792 

Bushings, removing of .773-792 


c 

Carburetors .798 to 799 

Carburetor adjustment.798 

“ adjustments, fine points of .802 

“ for racing .815 

“ float adjustment.798-799 

“ Holley ..799 

“ Kingston .798 

“ mixture explained .801 

“ mixture control .802 

“ pointers .800 

“ Schebler (Pitot) principle .800 

“ troubles .800 

Car creeps forward, when cranking.776 

Carbon cleaning .790 

Cam gear, number of teeth .770-785 

C. p. of lamps (candle power).770-812 

Cam shaft for racing .814 

“ shaft, removing of .788 

Chamfering piston ring .793 


of the General Index to this Book) 

Page 

Changes on later Fords.766 

Charges for overhauling .794 

Chassis .766-770 

“ for commercial use .821-822 

“ division into units .770 

Chattering noise in transmission.776 

Cleaning carbon .790 

Cleaning oil pipe .709 

Cleaning radiator .789 

Clearance of air gap of magnets.807-864-J 

Clutch adjusting screw .776-777 

“ assembly .779 

control.776 

“ dragging and slipping, cause of.776 

“ in neutral .776 

spring.779 

“ spring compressor .819 

“ tightening of .779 

Commercial bodies .821 

Commutator .805 

Commutator, oiling of .772 

Compression pointers .790-817-627 

“ increasing of .793-817-627 

“ poor. 790-627 

Commutator, removing of .804 

“ troubles .804 

Commercial ty.pe cars .822 

Connecting rod bearings removing and adjusting 786 

“ rods for racing .817 

Control of car .771-777 

“ movements of levers.777 

Converting Ford for commercial use.822-823 

“ Ford into 7 types of bodies.822 

Coil adjusting .808 

“ box .803 

“ units .808-803 

“ unit defective .808 

Cooling svstem specifications.770 

“ when racing .814 

Cost of operation .766 

Cranking engine .771 

Crank case lower cover size cap screw.786 

Crank shaft alignment .792 

Crank shaft bearings .787-642 

“ shaft, removing of .788 

Cut-out and muffler .819 

Cylinder, enlarging of .792-818 

high compression .816-T98 

head bolts broken off .796 

head cap screw, size of.783 

head gasket, replacing of.790 

head, removing of .783-787 

over lubricated .793 

reamer.792 


D 

Data on Ford, condensed.770 

Dead points (magneto).805-265 

Demountable rims and wheels.823 

Differential .781 

Differential greasing of .772-782 

Dimming lights .429-795-437 

Disassembling rear axle .780 

Dragging clutch .776 

Draining oil .772 

Dressing vibrator points .809 

Drive shaft and housing .780 

“ systems for commercial use .822 

“ pinion, removal of .780 

Dry cells for starting .804 


Copyrighted 1917, 1918, 1919 and 1920 by A. L. Dyke, St. Louis, Mo. 






























































































































































768 


FORD SUPPLEMENT INDEX. 

Page 


Electric lamps, votlage of.770-812-864A-434 

lighting.803-812-864A 

system.803-810-811-864A 

Engine, device for raising .797 

enlarging cylinders .813 

fails to start.800 

firing order (Insert No. 2).784 

“ knocks.790-800 

lacks power.800 

lubrication .772 

names of parts.783-784 

numbers, where to find .770 

.800 

from frame.783-806-797 

in” .772-793 

view . 784 

speed, miles to minutes.770 

44 speed, how to tell.823 

specifications .770-783 

stand .793 

” starting of .798-771 

starting, cold weather .798 

stops suddenly .800 

taking down .806 

troubles.800 

valves, location of.783 

“ when new .772 

Exhaust and inlet for racing.815-782 


Engine 


overheats 
removing 
* ‘running 
sectional 


Pan blade adjustment .788 

Firing order of engine .784 

Firestone demountable rims and wheels.823 

Fly wheel, how connected with crank shaft.784 

Ford tractor .826 

” truck.825 

“ engine in motor boat.825 

Frame, how to lower .816 & 815 

Front axle, removing of. 774 

'* axle removing and straightening.774 

44 wheels and axle .774 

“ wheels, clicking noise in . 774 

Frozen water, to thaw out.788-579-193-800 


M 

Magneto. 

44 amperage and voltage .... 

” assembling. 

" repairing . 

" terminal . 

44 tester . 

Magnet poles, how placed . 

Magnets, late type . 

" recharging of .. 

44 removed for racing. 

" weak, cause of . 

44 clearance of . 

Main bearings . 

Master vibrator . 

Meshing timing gears . 

Missing of explosion . 

More miles per gallon . 

Muffler for racing . 

N 

Neutral position of lever adjustment 
Noisy transmission gears, cause of.. 
Number of engine, where to find. . . . 

O 

Oil, draining from engine . 

44 for winter . 

44 kind to use . 

44 leakage, out rear wheels . 

44 level, testing of . 

44 pump for racing . 

44 pipe clogged, how to clean.... 

44 too heavy for engine .. 

Oiling engine and transmission.... 

Operation and control of car. 

4 4 cost .... 

Overhauling a Ford and inspection. 

Overhauling, charges for . 

Overhead valves for Ford . 

Overheating of engine . 

Overheating, causes and cures .... 

Oversize tires . 

Oversize, engine valves . 


Page 

.805 

.770 

.806-807 

.806-807 

.805 

. . . 806-864-J 

.805 

.807 

807-819-864J 

.814 

.805-806 

_807-864.7 

.787 

.809 

.785 

.808 

.802-819 

.782 


776 

776 

770 


.772 

.776 

.772 

.782 

_772-782 

816-814-810 

.709 

.776 

.772 

.771 

.776 

_794-795 

.794 

.791 

.800 

.788 

.823 

.791 


G 


P 


Gaskets ... .796 

cylinder head, replacing of .790 

to prevent leakage of oil.807 

Gasoline, how to save.819-802 

tank gauge .801-823 

Gauge for gasoline .801-823 

Gauge for oil.782 

Gears for rear axle .780-781 

Gear ratios .781 

Gears (timing) number of teeth.770 

44 of transmission .775 to 779 

Grease leaks from rear axle.782 

Greasing rear axle housing.772 

Grinding valves .790 


H 

High gear ratio .770-775 

Holley carburetor .799 

Hose bands and hose, size of.770 

I 

Ignition for racing.818 

system .803 to 811 

timing .804 

troubles .808 

J 

Jacking up front of car.774 

Jerking motion of car, one cause, glazed 

band lining .777 

K 

Kemco electric system .810 

Kingston carburetor .798 

Knocks of engine .800-790 

L 

Lamps, electric .770-812-434 

Lapping rings .813 

Late changes on Ford .766 

Levers and pedals .777-771 

Lowering frame .816 & 815 

44 front axle.816 

Low gear ratio .770-775 

Lighting connections .812 

Lubrication for racing .816-814 

44 of engine and transmission.772 

Lights, how to dim.795-429-437 

Lynite pistons .792 


Painting radiator .789 

Paints for Ford .819 

Pedals and levers .777 

Pistons.792-645-609 

Piston clearance .813-818-792-793-649-651 

Pistons, oversize and standard.792-609 

Piston pin bushing reamer .792 

44 pumping oil .793 

44 remedy for exeess oil .793 

44 removing of .786 

44 rings.791-792-793-609-657 

Pitot principle, carburetor .800 

Power from rear wheels .819 

44 plant .783 


Prices 1912 to 1919 .770 

Price for overhauling Ford .794 

Priming engine .771-803 

Primary circuit .803 

Priming methods and air valves.801 

Principle of transmission .775 

Pumps for water .819 

Push rods, installing .788 


R 


Racing body specifications .820 

type Fords .813 to 818 

44 ratio of gearing .781 

Radius rod, front .773-774 

44 rod rattles .774 

Radiator, cleaning of .789 

ho36 .770 

“ hot .788 

44 leaky .789 

painting.789 

44 removing.789 

44 repairing. 789 

44 testing.789 

Raising front end of car.797 

44 rear end of car .797 

Ratio gearing for racing .815 

44 of gearing .770-780 

44 of high and low gear.770-775 

Reamers .791-792 

Reaming cylinders .792 

Rear axle disassembly .780 

4 4 4 4 and parts .780 

4 4 4 4 leaks grease .782 

4 4 4 4 removing of .780 


*See page 864A for ‘‘Ford Electric System” as used on enclosed cars. 







































































































































































FORD INDEX. 


769 


« FORD INDEX—Continued 

Jwar axle semi-noatincr . . 7 qa 

,, tl 8haft . bent .. 

.. .. replacing of .780 

removing of.780 


Storage battery for ignition and lights.... 804-812 

Straightening front axle .774 

Stripped cylinder head bolts .796 


stand 


,797 


* wheels .‘ ‘ ’ ’ ‘ ' 781 

Relining bands .J ’ * ’ * 773 

Remagnetizing Ford magnets .807-819-864J 

Removing and replacing transmission bands 777-778 

axle shaft .780 

bearings .'..787 

bushings .773-792 

cam shaft .788 

carbon .’ ’ ’ * 790 

‘' commutator . .... 804 

connecting rod bearings .786 

crank shaft .788 

cylinder head.783-787 

differential .781 

driving pinion .780 

engine.783-806 

front axle . 774 

main bearings .787 

pistons and connecting rods.786 

power plant .783 

radiator .789 

radius rod . 774 

“ rear axle .780 

rear main bearing .787 

rear wheels . 781 

steering wheel . 773 

transmission cover .778 

“ transmission .776 

universal joint .780 

“ valve cover .786 

“ valves .790 

Repairing starting crank .796 

“ radiator .789 

“ magneto .806-807 

Reverse adjusting screw . 777 

Reverse gear ratio .770-775 

Reversing car . 771 

Rivets for transmission bands .778 

Running new engine .772 

“Running-in” engine . 793 

s 

Schebler (Ford) carburetor .800 

Screw cutting plates .795 

Seats for racer .820 

Secondary circuit .803 

Setting time of spark .804 

3hellac .796 

Sise of band linings . 777 

“ of brake lining.770 

Siie of bearing bolts.787 

“ cap screw in cylinder head.783 

“ crank case cap screw .786 

“ of radiator hose.770 

'* of wires .804 

Siaes of cars.770 

Slipping Clutch .776 

Slow speed adjusting screw.777 

“ speed band to tighten.777 

Smoke, black, blue and grey.800 

Socket wrenches .795 

Spark advance and retard.805 

“ and throttle control.771 

“ plugs, constantly fouled .793 

“ plug tests .808 

“ setting .804 

Specifications .766-770 

“ of racing body .820 

** of engine .783 

Speed and miles per hour .770 

“ of car, how controlled . ....771 

“ of engine, how to tell. ....823 

“ of engine to car .770 

Speeding up a Ford .813 to 818 

Speedometer shaft broken .819 

Spindle bushings .773-792 

Splitdorf electric system for Ford.823 

Spokes loose .810 

Spotlight bulb .812 

Spring clips, keep tight .774 

Spring leaves, how to remove for easy riding...774 

Spring leaves added for truck use.774 

Springs, care of .774 

Springs for valves .790 

Starting engine .771 

“ car .771 

“ crank repair .796 

Steaming radiator, cause of... 788-800-189-579-193 

Steering gear system .773 

Stopping car .771 

Storage batteries for remagnetizing.807 


Tank gauge .801-823 

Taps and dies . 795 

Testing engine after repairing .793 

magneto coils .805-806-864J 

for a weak magneto.864J-806 

“ oil level .772 

“ radiator .789 

spark plugs.808 

vibrator points .808 

wheels .774 

Throttle control lever .771 

Tightening brake and reverse bands.777 

Tightening steering gear .773 

Timing gears, meshing of .785 

Timing gears, number of teeth .770 

Tires, size of .823 

Tires, transposing of .. 774 

Tool box in door .819 

Tools for Ford . 795 

Touring in a Ford . 797 

Tractor .826 

Truck .825 

Trailers .822 

Transmission and clutch pointers .776 

assembly of.779 

‘ bands .776-777 

band adjustment . 779 

band linings worn .777 

bonds, relining of .778 

band rivets .778 

bands, removing and replacing.777-778 

bearings .776 

bolts, how to put in.709 

bushings worn .776 

cover, replacement of .776 

disassembly of .778 

gears .775 to 779 

hew connected with fly wheel....784 

‘ noisy, cause of .776 

parts, name of .778-779-784 

principle of.775 

removing of .776 

* removing cover .778 

special types of .781 

“ triple gears .779 

Transposing tires .774 

Tread .770 

Triple gears . 779 

Troubles of engine .800 

of commutator .804 

ignition .808 

knocks .790 

“ of overheating .788 

Truck and delivery methods .822 


Universal joint and shaft bushing.781 

Universal joint repair, remedy for excess oil... 782 
Useful devices .819 


Valves and cam shaft for racing.817 

Valve adjusters .791 

“ clearance.785-791 

grinding .790 

“ guide reamer .791 

Valves, how open and close .785 

Valves, larger .814-818 

Valve location on engine .783 

Valves overhead for Ford .791 

Valves, oversize .791 

Valve refacer .791 

Valve seat reamer .791 

Valves, size of .791 

Valve springs.790-817 

Valve timing .785 

Vibrator points, dressing of.809 

Voltage of lamps .770-812-434 

Voltage and magneto speed .770-812-823 

W 

Water boils .788 

Water frozen and steaming.788-579-193-800 

Wheels and demountable rims.823 

Wheel alignment .774 

Wheel base .770 

Wheels testing and adjusting of .774 

Weight of car .770 

Wind shield protector .823 

Wiring diagrams .803 

Wiring for lighting.812-803 

Wires, size of .804 

Wrenches, special .795 


(Illustration on page 766 courtesy of “Fordowner.”) 























































































































































































770 


FORD SUPPLEMENT. 


RADIATOR. 


ENGINE 


WATER HOSE. 


RADIUS ROD, 
FRONT. ==- 


HAND EMER¬ 
GENCY BRAKE 
AND CLUTCH 
OR CONTROL 
lEVER, 


FOOT PEDALS 


SP. 


FOUR BOLTS 
CAPS CON¬ 
NECTING 
TRANSMISSION . 

CASE AND 
COVER TO UNI¬ 
VERSAL JOINT 

RADIUS ROD. - 
REAR 


BRAKE ROD.' 



REMOVE NUTS 
HERE TO RE¬ 
MOVE DRIVE 
AND HOUSING 


HALVES OF 
HOUSING TO 
DISSASSEMBLE 


JASH 


-SWITCH 


•FLV WHEbi. 
AND MAGVETC/ 
COVER 

.TRANSMISSION 
COVER 


-adjustment 

OF SLOW 
SPEED BRAKE 


UNIVERSAL 
JOINT 

'ADJUSTMENT 
OF REAR 
BRAKES 

BRAKE CROSS 
ROD CONECT- 
INGWIIH HAND 
LEVER. 


BRAKE ROD 
'EXHAUST PIPE 
1UFFLER 


HUB BRAKE. 
CALLED THE 
EMERGENCY 
BRAKE. 

DIFFERENTIAL 

HOUSING 


Construction. 

The Ford chassis is divided into 
units—such as; the front axle sys¬ 
tem; the rear axle system; the en¬ 
gine and transmission unit; and the 
dashboard, which includes the steer¬ 
ing column. It is well to remember 
these units when making repairs to 
cars, for it often is necessary to re¬ 
move the entire unit from the car 
when a certain part is to be re¬ 
paired. For example; when repair¬ 
ing an axle shaft, it is necessary to 
remove the entire rear axle system, 
in order that shaft may be removed. 


FORD TORQUE AND H P TABLE 

• per hour 


R P M 

C«r 

Trick 

Poind* Torn a* 

HtntM*' 1 

300 

7 5 

4 

35 

2 

400 

10 

5 25 

57 

4 S 

500 

12 5 

6 55 

69 

6 5 

600 

15 

7 9 

73 

8 5 

700 

17 5 

9 2 

78 

10 40 

800 

20 

10 50 

81 

12 33 

900 

22 5 

11 85 

83 

14 20 

1000 

25 

13 15 

82 

IS 60 

1100 

27 5 

14 50 

81 

16 66 

1200 

30 

15 80 

79 

18 20 

1300 

32 5 

17 10 

77 

19 

1400 

35 

18 45 

73 

19 66 

1500 

37 5 

19 75 

70 

20 

1600 

40 

21 05 

6S 

20 

1700 

42 5 

22 40 

60 

19 40 

1800 

45 

23 75 

53 

18 20 

1900 



47 

17 


Fig. 2—Chassis. 


The torque and horse-power figures were 
obtained with a wide open throttle. They 
represent only the maximum power that 
can be developed at the given speeds. As 
the throttle is seldom wide open when 
driving car, speed is rarely indicative of 
the horse-power the engine is developing. 
Notice the torque (pounds pull) begins 
to drop off at 900 r. p. m. The engine 
exerts its greatest pull at this speed— 
see page 535. 


Ford Data—Condensed. 



*1918 







1919 

1917 

1916 

1915 

1914 

1913 

Touring . 

...$525 

$360 

$440 

$490 

$550 

$600 

Roadster 

... 500 

345 

390 

440 

500 

525 

Chassis 

... 475 

325 

360 

Not 

Not 

Not 





sold 

sold 

sold 

tCoupelet 

. . . 650 

550 

590 

750 

, , , , 

• • • • 

Town car. 

... 750 

595 

640 

690 

740 

• • • • 

Sedan ... 

... 775 

640 

740 

975 

.... 

.... 


^Sizes 

of Cars. 





Height 

Width 

Length 

Touring . . 

.6 ft. 10 

in. 

5 ft. 8 

in. 

11 ft. 

3 in. 

Runabout 

.6 ft. 10 

in. 

5 ft. 8 

in. 

11 ft. 

3 in. 

Town Car. 

.7 ft. 00 

in. 

5 ft. 8 

in. 

11 ft. 

3 in. 

Coupelet . 

.6 ft. 10 

in. 

5 ft. 5 

in. 

11 ft. 

3 in. 

Sedan . . . 

. 6 ft. 5 

in. 

5 ft. 5 

in. 

11 ft. 

3 in. 


Speed of Engine to Car. 

Drive shaft pinion—bevel gear 40 teeth. 

Low speed ratio, 10 to 1. High speed ratio, 3 7/11 
to 1. Reverse ratio, 14.5 to 1. Rear Wheels, 30". 
To find the speed in miles per hour: 


Eng. speed 

mi. per hr. 

mi. per hr. 

mi. per hr* 

per min. 

reverse 

1st speed 

high speed 

500 

3.892 + 

5.589 — 

12.295 + 

600 

4.761 + 

6.706 — 

14.754 + 

1000 

7.784 + 

11.178 — 

24.590 + 

1500 

11.676 + 

16.767 — 

36.885 + 


Touring A, 
Touring B, 
Runabout A, 
Runabout B, 
Sedan B, 
Coupe B, 
Chassis A, 
Chassis B, 


** Shipping Weights. 
1500 lbs. 

1580 lbs. 

1390 lbs. 

1480 lbs. 

1875 lbs. 

1685 lbs. 

1060 lbs. 

1080 lbs. 


Engine and trans.380 lbs. 
Runabout body . . 300 lbs. 
Touring body . . .415 lbs. 
Coupe body ....450 lbs. 
Sedan body.600 lbs. 


Engine. 

Bore 3 % in.; Stroke 4 in.; Piston displacement 
176.7 in.; Piston rings (3) 3%x 1 4 in.; Valves; 

diameter IV 2 in.; Valve clearance fa in.; Firing 
order 1, 2, 4, 3; Timing gears: 

cam gear (see foot note, page 785).42 teeth 

cam gear diameter . ..5% in. 

crank shaft gear.21 teeth 

crank shaft gear diameter .2% in. 

^Magneto Speed and Voltage. 

The Ford Magneto varies in voltage, amperes, 
and cycle, with the spend of the engine. Table 

gives the variation 
compared to the 
speed in the engine 
and the speed of the 
car and truck: 

Lamps are connected 
in series—see foot¬ 
note, page 812. 


RPW 

MILES 

CAR 

PER HR * 
TRUCK 

VOLTS AMPERES 

Cycle 

200 

3 

2.63 

5 

6 1 

26 4 

400 

10 

5 26 

9 8 

7 9 

52 8 

600 

IS 

7 89 

i4 4 

8 S 

80 0 

800 

20 

10 52 

18 8 

8 8 

106 4 

.000 

25 

13.15 

22 8 

8 9 

♦ 46 4 

1200 

30 

158 

26 2 

9 

160 O 


Brakes. 

Brakes on hub of rear wheels have cast iron shoes, 
size 7%xj|x%. Brakes controlled by side hand 
lever. Brake on transmission, controlled by foot. 

Size of brake, low speed and reverse drum lining 
on transmission can be fa" or thick, 1%" or 
1 fa" wide and 23 fa" or 23 %" long. See page 
777 for dia. of drums. 

Tread and Wheel Base. 

Wheel base, 100 inches. Tread, 56 inches. 

(60 inch, or Southern tread, is no longer made.) 

Engine Numbers. 

Cars are recorded by engine numbers, rather 

than by car numbers and the numbers of engine 
and car are not the same. 

Year 1912 . 88,900 to 

1913 . 171,300 

1914 . 370,400 

1915 . 611,000 

1916 .1,029,200 

1917 .1,614,600 

1918 .2,449,100 to 2,831.400 

1919 (to Sept. 30).3,429,400 

These numbers stamped on left-hand side of cyl¬ 
inder block, above inlet hose connection. 

Cooling System. 

Thermo syphon principle. Radiator capacity 2 
gal., 7 V 2 pints; former radiator, 3 gal., 1% pints. 

Radiator hose—inlet 1% inch, 3 ply 2%" Ions 
Outlet 2" int. dia., 4 ply 3 x /4" long. 

Hose bands are 2y 8 " and 2V 2 " inside diameter. 

Horse Power. 

S. A. E. rating of engine 22.5—see page 534. 


to 

to 


171,300 
370,400 
611,100 
to 1,029,200 
to 1,614,600 
to 2,449,100 


CHART NO. 318—Ford Chassis. General Data. 

♦Without war tax. Price of truck $550—see page 825. tSee p. 812, foot note and 823. tSee page 864C for prices 
on Ford Enclosed cars with Electric Starter. **A—without starter equipment. B—with starter equipment 
If touring cars and runabouts are equipped with demountable rims, add 18 lbs. If with 5 demountable rims 
add 29 lbs., if with tire carrier, add 18 lbs. tSee foot note, page 776 for later exact overall dimensions and 
smallest size garage to house a Ford and page 821 for Chassis dimensions* 








































































OPERATION AND CONTROL. 


771 


steering wheel 


STEERING POST 
NUMBER PLATE 
HAND LEVER 
SWITCH 
CLUTCH PEDAL- 
BRAKE PEDAL 
REVERSE PEDAL 


WIND SHIELD 
B0X 



CARBURETOR DASH 
ADJUSTING NUT 
SPEEDOMETER 

SWITCH KEY 
SWITCH LEVER 


Fig. 3. 


throttle lever 

pusheo DOWN 
OPENS CARBURETOR 
ANO SPEEDS ENGINES 


SPARHIEVER 
MOVED DOW 
ADVANCES TIME 
*>F 3 PAR A . 



f- RUBBER MAT 


Starting Engine. 

Before attempt¬ 
ing to start the 
engine, see that 
the emergency 
hand brake lever 
pulled back. 


is 


Fig. 4. 


This hand 
disengages 


lever 

the 


clutch and applies the brakes at the rear hubs, 
so that the car will not travel forward when 
cranking engine. 

Be sure to retard the spark lever, that is, 
move the lever on the left hand side of the 
steering column, upward, or towards the front 
of the car, as far as it will go. (When speak 
ing of the right or left hand side of the car, 
it is always considered that one is sitting in 
the driver’8 seat and facing forward). 

The throttle lever, on the other side of the 
steering column, should be pulled downward 
about five or six notches, from the extreme 
forward, ©r closed position. 

Now close the switch on the coil box, that 
is, move the switch key all the way over to 
the "mag .” mark on the cover of the switch. 
If the switch key is moved over to the bat¬ 
tery side, the engine cannot be started. The 
cars are not fitted with batteries, and this 
connection is only left on the switch, in case 
(at some future time) you should wish to 
equip your car with batteries for starting. 

♦Priming: With present day grades of gaso¬ 
line, it is usually necessary to prime the en¬ 
gine while it is being cranked. Priming 
shuts off some of the air, so a richer mixture 
of gasoline vapor is drawn into the carburetor. 

This priming is done by pulling forward a 
small ring on the end of a wire that projects 
out through the radiator. This priming ring 
must be held out, at the same time that the 
engine is cranked. 

Cranking engine: Grasp the starting handle firm¬ 
ly with the right hand, and push the starting crank 
in as far as it will go, feeling for the ratchets which 
the starting crank should engage. Hold the prim¬ 
ing ring out with the left hand, and pull the start¬ 
ing crank up quickly. 

The crank should be kept pushed in, while the 
handle is being pulled up. This requires a certain 
knack, that is soon acquired by practice. If not 
pushed in, the crank will slip out of the notches, 
and the sudden release may throw the driver off his 
balance. 

The crank should be pulled up sharply. Slow 
pulls are of no value, for, unless the engine is 
turned over quickly, the magneto will not give 
enough current to make a good spark (seepage 490.) 

Starting the Car. 

Speed up the engine a little by opening or moving 
the throttle lever towards you, a couple of notches. 
Also, advance the spark to a normal running posi¬ 
tion, about five to seven notches, from the front of 
the quadrant. 


Place one foot on the foot brake, which 
is the pedal farthest to the right, so 
that you will always be prepared to 
stop and accidents may thus be pre¬ 
vented. Place the other foot on the clutch 
pedal, which is the farthest one to the 
left. Hold it in about mid position, that 
is, do not push this pedal all the way 
down, or let it come back all the way. 

Now grasp the emergency Drake lever 
handle with the left hand, having the palm 
of the hand turned towards the outside 
of the car and the thumb turned down¬ 
ward, so that the thumb can be used for 
disengagfng the latch. This may seem 
awkward at first, but it is the way this 
* ever * s * n t en( l e( l to be operated. Now, 
pull back on the handle,—then press latch with the 
thumb. It is easy to release the latch, if one pulls 
back on the lever first. Now hold the steering 
wheel with both hands, and push the clutch pedal 
forward slowly, until the car begins to move. 

Gradually push the clutch pedal harder until you 
feel that there is no slipping in the low speed gear, 
and then speed up the engine so that the car is 
traveling at from 8 to 10 miles an hour. At the 
same time clutch pedal is pushed forward, push 
side hand lever forward as far as it will go, so 
that the clutch pedal may return to “high” when 
car is under way. The releasing of this clutch 
pedal engages the high speed clutch. 

Let the clutch pedal come all the way hack 
quickly, and your car will be in high gear. Prac¬ 
tice will teach you how to make the change from 
low to high gear smoothly and easily, without jerk 
to the passeners or strain on the mechanism. 

Reversing the Car. 

Pull the emergency brake lever hack just far 
enough to draw the clutch pedal forward and disen¬ 
gage the clutch, but do not pull the brake lever 
back far enough to engage the rear hub brakes. 

Place one foot on the brake pedal, for use if nec¬ 
essary, and press gently on the middle, or reverse 
pedal. Do not attempt to drive backwards rapidly 
at first,. for the steering is very apt to be confusing 
and it is not easy to drive backwards in a straight 
line. After the driver has become more experienced, 
he can reverse by holding out clutch with clutch 
pedal, and using low speed forward as a brake. 

Stopping Car. 

Partially close the throttle; release the high 
speed by pressing the clutch pedal forward into 
neutral; apply the foot brake slowly but firmly 
until the car comes to a dead stop. 

Do not remove foot from the clutch pedal without 
first pulling the hand lever back to neutral position 
or the engine will stall. 

To stop the engine, open the throttle a trifle to 
speed up the engine and then throw off the switch. 
The engine will then stop with the cylinders full 
of explosive gas, which will naturally make the 
next start easier. 

Spark Control. 

Left-hand lever under the steering wheel is the 
spark lever. Good operators drive with the spark 
lever advanced just as far as the engine will per¬ 
mit. But if the spark is advanced too far a dull 
knock will be heard in the engine, due to the fact 
that the explosion occurs before the piston has com¬ 
pleted its compression stroke. The best results 
are obtained when the spark occurs just at the time 
that piston reaches its highest point of travel—the 
gas being then at its highest point of compression. 
The spark should only be retarded when the engine 
slows down on a heavy road or steep grade, but 
care should be exercised not to retard the spark 
too far, for when the spark is “late,” instead of 
getting a powerful explosion, a slow burning of the 
gas, with excessive heat, will result. Learn to 
operate the spark as the occasion demands. The 
greatest economy in gasoline consumption is obtained 
by driving with the spark advanced sufficiently to 
obtain the maximum speed. 

How Speed of Car is Controlled. 

The different speeds required to meet road con¬ 
ditions are obtained by opening or closing the 
throttle. Practically all the running speeds needed 
for ordinary travel are obtained on high gear, and 
it is seldom necessary to use the low gear except 
to give the car momentum in starting. The speed 
of the car may be temporarily slackened in driving 
through crowded traffic, turning corners, etc., by 
“slipping the clutch,” i. e., pressing the clutch 
pedal forward into neutral. 


CHART NO. 31J)—Operation and Control of Car. Starting Engine. 

*See foot note bottom of page 578 for pages referring to difficult starting. Also page 798 and 799, this instruction. 



























772 


FORD SUPPLEMENT. 



BERING 

HANORR on 
(root, oil every 
mile*. 


HANGER BOLT 
on front *rHn*. oil 
every 200 miles. 


BRACKET OP 
STEERING POST, 
give gTesse cup 
few turns every 
500 miles. 

BREATHER PIPIT 
PILL OIL FOR 
ENGINE AND 
TRANSMISSION, 
see thst oil is 
slightly sttove lev¬ 
el lower pet cock. 


INTERNAL 
GEAR ON STEER 
1NG. pack with 
grease about every 
Sooo miles. 


Fig. 5. 


HUB, grease eve 
ry 500 miles 


STEERING 
KNUCKLE SPIN¬ 
DLE BOLT, oil- 
every 200 miles 


BALL SOCKET 
ON BTEEKJNG 
ARM. oil every 200 
miles. 


COMMUTATOR 
oil or vaseline 
every 200 miles 


HUB ON PAN. 
give grease cup 
one turn every 200 
miles. 


HAND LEVER 
CONTROL ARM 
give bracket oil 
every 2000 miles. 


UNIVERSAL 
JOINT.give grease 
lew turns every 500 
miles. 


DRIVE SHAFT 
PRONT BEAR 
ING. give grease 
cup about two 
turns every 500 
miles 


HUB BRAKE 
.CAM. ail every 200 
miles. 


REAR HANGER 
ON SPRING, oil 
every 200 miles. 


Oiling Engine and Transmission. 

Oiling is most important and is taken care of by 
pouring oil through the breather pipe on the front end 
of the engine base. This pipe is covered by a metal 
cap, which can be easily pulled off, when oil is to be 
poured into the crank case. The lubrication of the 
engine is explained on page 197. See page 709, how 
to clean oil pipe. 


When the engine is new: 



Pour in oil until it runs 
freely out of the 
upper petcock in 
the engine base 
(1, fig. 6). Be sure 
to close this petcock, 
for if it is left open, 
the action of the fly¬ 
wheel will splash all 
of the oil out through 
this petcock and the 
bearings will be ruin¬ 
ed for lack of oil. 


After the engine has been limbered 
up: The best results will be obtained 

by carrying the oil level about midway 
between the two petcocks—but under 
no circumstances should the oil level be 
allowed to get below the lower petcock. 

♦ ♦Testing the oil level: If car is not 
fitted with an oil gauge as shown on 
page 782, fig. 35X, then open upper pet¬ 
cock. If oil does not drip out, open the 
lower petcock. If oil drips out, then 
there is enough oil for a short distance, 
but it is better to put more oil in if the 
car is to be driven a considerable dis¬ 
tance. It is necessary at intervals to 
clean out these petcocks as they become 
clogged with dirt or sediment. 



Mobilubricant; 


Oiling Other Parts. 

This includes the filling of the dif¬ 
ferent oil cups on the front axle sys¬ 
tem, the rear axle system, and the oil¬ 
ing of parts of the control system, 
which move but little. Oiling of these 
parts will tend to eliminate squeaks and 
prevent wear. 


a handy grease 
gun contain¬ 
ing the grease 
for Ford dif¬ 
ferentials and 
grease cups. 
(Vacuum Oil 
Co., Rochester. 
N. Y.) 


CHART NO. 320—Lubrication. 


Lubrication. 

The plan view of the chassis, fig. 5. should 
be studied carefully, so that one will know how 
often the parts should receive attention and lu¬ 
brication. 

The oil cups can be supplied with the same 
kind of oil used in the engine, although a 
slightly heavier oil will not run away so rapidly 
and is better adapted to this use. 

Oiling of the Commutator. 

Oil is injected through the small cup on the 
top of the commutator shell. Engine oil is rather 
heavy for the oiling of the 
commutator and is apt to 
so insulate the roller from 
the contact points that 
starting may be difficult. 

This is especially true in 
winter, when the cold will 
so congeal a heavy oil 
that it will be almost im¬ 
possible to obtain a good 
spark. “Three-in-one” oil 
is thin enough to be used in the commutator. 

Kind of Engine Oil to Use. 

A light, high grade of gas engine cylinder oil 
is recommended. This light oil will reach into 
the closely fitted bearings of the engine more 
quickly and so less heat and friction will be 
developed. The oil should have sufficient body 
to prevent the heat and pressure in the cylin¬ 
ders, squeezing out the oil from between the cyl¬ 
inder walls and the pistons. It is expensive 
to use a cheap oil. Good oils save repairs to the 
engine, increase the mileage per gallon of gaso¬ 
line, and do not form carbon nearly as rapidly 
as do inferior oils. In cold weather an oil that 
does not congeal easily at low temperatures must 
be used. Otherwise the clutch will drag, due to 
the oil acting as an adhesive, (see page 200 
and 776.) 

Among the oils that are recommended for the 
Ford engine, are Gargoyle Mobiloil “E,” and 
White Star Extra Quality Oil, which is used at 
the Ford factory. 

Graphite should never be used in either the 
engine or the transmission, as it is apt to short- 
circuit the magneto and thus cause expensive 
repairs. (see page 205.) 

Draining Out the Oil. 

The new car should have the oil drained out 
at the end of the first five hundred miles. This 
also applies to an overhauled engine, when the 
bearings have been refitted. The oil is drained 
out by removing the plug at the bottom of the 
crankcase, and cranking the engine. The front 
wheels should be about six inches higher than 
the rear wheels, so that the oil will drain to 
the rear of the crank case. *Kerosene can be 
poured into the breather pipe, to assist in wash¬ 
ing out the old oil, and the engine cranked to 
splash this kerosene over all the parts. Use 
at least a gallon of fresh oil, when refilling the 
crankcase, and be sure to replace the plug in 
the bottom of the crankcase tightly. If this 
plug drops out, the engine bearings are almost 
sure to be ruined for lack of oil. 

Greasing. 

This includes the filling of the grease cups, 
the universal joints and the rear axle housing 
with grease. Cup grease, or grease containing 
graphite, can be used in the grease cups, and 
the rear axle ,should not be filled too full of 
grease, tAbout iy 2 pounds of grease is enough 
for the rear axle gears. If thrust washers are 
not worn, y 2 lb. more can be added. A larger 
amount of grease will run out of the ends of the 
axles and spread over the wheels and tires. (see 
page 782, for cause of leaking oil out wheel 
hubs). 

tVacuum Oil Co. state that the differential 
housing holds 4 lbs and correct level is 2% lbs. 
of Mobilubricant. 

The Universal joint is one of the most import¬ 
ant parts to keep greased. 



♦See page 201, about thoroughly draining the kerosene after cleaning. 

♦♦See pages 201, 197 and 776, “heavy oils,” and page 709, how to clean oil pipe if clogged. 


i 

I 


i 

| 



































































































STEERING. 


773 


Steering Gear System. 

*The steering reduction gears are placed at 
the top of the steering column, instead of at 
the bottom (fig. 8 and 9), (as is customary 
on other cars). These gears increase the 
power, and the sensitiveness of the control 
over the front wheels of the car. If these gears 
were not used, a slight turn of the steering 
wheel would send the car into the ditch, while 
road obstructions, or bumps, would wrest the 
steering wheel out of the driver’s control. 
The lower part of steering column merely has 
an arm (A, fig. 9) which is connected to rod 
(B) extending to steering knuckle arm (SA). 



Fig. 8. 


A—Spark lever. 

B—Drive pinion. 

C—Pinion or gear. 
D—Gear case. 


E—Throttle lever. 

F—Throttle quadrant. 
G—Pinion pin. 

H—Spark quadrant. 


The steering wheel has a short shaft, on 
which a pinion (B) is mounted. This pinion 
is held in place by the cover and nut of the 
steering gear case. The steering rod proper, 
on the end is fitted with a flange, (triangle 
shape under gears) on which three studs pro¬ 
ject, which carry the three small gears. These 
gears mesh with the pinion (B) and also 
with an internal gear cut on the inside of the 
steering wheel case. 

To obtain access to the gears: remove the 
small screw, which holds the gear case cover. 
Then unscrew the gear case cover, and the 
steering wheel and the cover can be removed 
together as a unit. It is not necessary to re¬ 
move the lower part of the steering wheel 
from its shaft to obtain access to the steering 
gears. 

There are two small retaining keys in the 
top of the steering column. Keep these keys 
snug, for if loose, considerable play will 
result. 

Removing Steering Wheel. 

Unscrew the nut on the top of the post, 
and drive the wheel off the shaft, using a 
block of wood and a hammer. Do not batter 
the threads of the shaft, or it will be 
difficult to replace the nut. 

Tightening Steering Gear. 

A loose steering gear will make steering 
difficult and cause wear of tires. To tighten, 
see that the nut which holds arm (A) at lower 
end of steering rod (R) fig. 9, is tight. 


Ball and Socket Joints. 

There is a ball on the end of arm (A), which 
fits into a socket (C), fig. 9-B. If not kept oiled 
play will develop. 

There is also a ball on end of thrust rod (B) 

which connects steering arm (SA) fig. 9-A. 

If the ball and socket becomes worn from lack 
of oil, it can be ground by rubbing over emery 
cloth, or filing as per fig. 93. 

Spring ball sockets are now supplied by specialty 
manufacturers which take up wear automatically. 

Bushings in Spindles. 

There are bushings in spindle arms (S) fig. 9-A, 
also fig. 11, chart 322. The “spindle arm bolt’’ 
works in the bushings. The bushings wear first and 
if worn should be replaced. 

Removing bushings: Split expanding bushing 

removers are best for this purpose, or else bushing 
can be threaded and fitted with a bolt and driven 
out. The bushings are short and one at each end of 
spindle body. 

New bushings should be pressed in with an 

arbor press or vise or carefully hammered in with 
a lead mallet, or wood between hammer and bushing. 

After fitting, the bushings should be reamed out. 

Special reamers are made for this purpose—see page 
792. 

The bushings must fit snug so that the bolts will 
turn and not the bushings. 




Fig. 9-C. 


Fig. 9; the arm (A) is the 
only part connected to steering 
rod (B)—by means of ball and 
socket joint (fig. 9-B). Move¬ 
ment of (A) by steering rod 
(R) moves the front wheels. 

Fig. 9-D. The other end of thrust rod 

(B) is also fitted with ball and socket joint as 
per fig. 9-A. 

Fig- 9-C; note ball joint (BJ, fig. 9) fits in socket 
on engine base to support front radius rods. 

Fig. 93; method of taking up wear on socket (0) 
which places the sockets closer together over the 
joint. The method is to emery the part down. 

Fig. 9-D; shows the drag rod yoke (Y). 


CHART 321—Steering Assembly. 

The Ford steering device is the “planetary gear” type similar to fig. 37, page 693, but with the planetary gears 
at the top of steering column. The “cross” method of steering is used as explained on page 691. 













































774 


FORI) SUPPLEMENT. 



Fig. 10—Testing for play in 
front wheel. 


■ Oiler 
Sfuadk AMT. 

End of Front Aide. 


Spindle body 
bushing. 


teste nut 
Cotter pm 



Ball retainer 


Spoke 
hub bolt 

Hub flange 

\H rac*__ Hub casting 

'•Grease climber 

~boll beenna 

' A<pusbng cone 
''took nut 
Snub cap 

_*,*&*"*» 
'Stationary cone 
^Boll bearing 
'Vanadium 
Steel spmdi 


Construction of front wheel bearing. 

Fig. 11—Names of parts of front 
wheel spindle assembly. Note that 
the bushings do not extend entirely 
through the spindle body; but 
only at each end. 



■ 2 0 ‘ 


tjfi 


■A 


♦♦Front Wheels. 

Removing the front wheels: Use special hub-cap wrench to remove 
hub-cap. Pull out the cotter pin, then take off castle nut, and lock 
washer. Unscrew the adjustable bearing cone. Then pull front 
wheel off. 

The cones and castle nuts must bo replaced on the spindles from 
which they were removed. There are left-hand threads on the left 
spindle and right hand threads on the other spindle. (Note Turn 
top of nut towards front of car to tighten. This holds good for all 
wheel nuts.) 

If the cones or cups are worn, they should be replaced with new 
parts. While Rlightly longer service can be obtained by turning 
the cones half-way around, so that the wear comes on the opposite 
side of the cone, this permits a certain amount of looseness and is 
not as good as the fitting of new parts. 

If the balls axe chipped, cracked, or pitted at all, they should 
be replaced by new ones. Chipped balls will break and ruin other 
parts of the bearings. 

Testing the Wheels. 

The front wheels should be jacked up every thousand miles or 
so, and tested for side play and smoothness of running, (see 
page 681.) 

A sharp click; when running the front wheel, together with a 
momentary check in the motion of the wheel, indicates a broken 
ball, which should be immediately removed, before it causes trouble. 

Adjustment. 

The front wheels should be so adjusted that the wheels will 
come to rest—after spinning—with the tire valve at the lowest 
part of the wheel. Yet there should be no noticeable side play, 
when the spokes of the wheel are grasped with the hands and the 
wheel shaken as shown in figure 10. 

Undue wear of the cones; may be caused by adjusting the cones so 
closely that the bearings bind; or to lack of lubrication. The 
hub-caps should be filled with a soft grease every few thousand miles. 

Removing the Front Axle. 

Jack up the front of the car, by supporting the frame on a 
couple of boxes, or by chains or ropes, or as per fig. 12. Remove 
both front wheels. Disconnect thrust rod (B) from arm (A) (fig. 
9-A, chart 321). Disconnect the radius rod at the ball joint (per 
fig. 9 and 9-C, chart 321.) Remove the two spring shackle bolts 
at each end of the front spring. 

To Disconnect the Front Radius Rod From Axle. 

Remove' the cotter pinned nuts. To remove the radius rod en¬ 
tirely—take the two nuts off the studs, which hold the ball cap, 
and remove the lower half of cap. (see chart 321, fig. 9, and 9-0.) 

If the radius rod rattles; remove the lower half of the ball cap, and 
file some of the metal off the flat surfaces or rub down (as shown in 
fig. 93, chart 321.) 

Straightening Front Axle. 

In case front axle or parts are bent straighten them while cold. 
The application of heat will remove the effects of the heat treatment 
to which these parts have been subjected and will dangerously 
weaken them. 

By bringing the point of contact of the tire and ground more 
nearly ynder the spindle body bolt, this makes steering easier and 
tends to prevent tire wear, (see fig. 13, and page 683). 

Transposing Tires. 

To use 30 by 3y 2 inch tires on the front wheels, a pair of rear 
wheels can be purchased and fitted in place of the original front 

wheels. „ 

Springs. 

Care of springs: If the springs seem stiff, use a screwdriver to pry the leaves 
apart and place some graphite grease, or heavy oil, between the leaves, (see 
page 622.) 

Spring clips should be kept tight: If these clips are not kept tight, the strain 
will be put on the tie-bolt which passes through the center of the spring leaves 
and will break it. The tie-bolt is only intended for keeping the spring leaves 
from slipping out of position sideways. This is particularly true of the front 
spring, for if the front spring shifts sideways, it will endanger the steering of 
the car, and may cause an accident. 

Making the Car Ride More Easily. 

One or more leaves; can be removed from the rear spring of the runabout, to 
make the car ride more easily, as the same spring is used on both runabout and 
touring cars. The runabout does not carry so much weight. If one leaf is re¬ 
moved—take out the second. If several leaves are removed, take out alternate 
leaves, so as to maintain the general shape of the spring as nearly as possible. 

For truck use; several leaves are sometimes added to increase stiffness of springs. 

Alignment of Wheels. 

Read on page 683, why proper alignment of wheels is necessary. The 
Fig. 13. following will assist the reader in lining up the Ford wheels: 

The front wheels are set at an angle of 3 degrees (1%6 inch*); i. e., the distance between the tops 
of the front wheels is 3 inches greater than between the bottoms. This is to obtain ease in steering. 
The wheels should not, however, toe in at the front, at least not more than inch, and lines drawn along 
the outside of the wheels when the latter are straight in a forward position should be parallel. A plumb 
line dropped through the spindle bolt should strike the ground just 2V5.6 inches from the pivot point of the 
wheel, as seen in the accompanying diagram. 

Adjustment of the front wheels can be made by turning the yoke at the left end of the drag rod, 
drawing the wheels into a parallel position. If inspection shows that the axle or the spindles are bent 
it will be necessary to have those parts straightened or replaced before correct alignment can be secured. 



Fig 12—One method of jacking 
up front of car with a block of 
wood. The illustration shows 
method and dimensions. The block 
should be narrow enough to go 
between the front axle and steer¬ 
ing connection that crosses about 
4^ inches behind it. 



CHART NO. 322—Front Wheels and Axle. Alignment of Wheels. 

♦See page 115 for tables “Converting degrees into inches” and “hundredths into 64th.” 
ings now used on Sedan, Coupes and Trucks. 


**Timken roller bear- 























































TRANSMISSION. 


775 


Low speed; gear D is driven 
member, keyed to the hub clutch 
drum C. which in turn is secured 
to driven shaft. By applying brake 
band to drum B, gear F is held 
stationary, pinion P rolls on it and 
a smaller pinion Pi causes gear D 
to turn slowly in the same direc¬ 
tion as pinion carrier A. 

For high speed or direct drive, 

the friction clutch locks the clutch 
drum C to engine crank shaft and 
the entire mechanism revolves as 
a unit. 

For reverse; applying brake hand 
to drum V, gear L is held station- 
ary pinion K rolls on it and pin¬ 
ion PI turns gear D slowly in the 
reverse direction. 


CRANK 

shaft _ 

OF FNC/NE 
CONNECTS 
HERE 


Principle of the Ford Transmission. 

This transmission serves the same purpose 
as a sliding gear or selective type of trans¬ 
mission as explained on page 46. 

It is mounted on a shaft (F) which has a 
flange projection at one end, which bolts to 
fly wheel and fly wheel is bolted to a flange 
on end of crank shaft. 


REVERSE DRUM. 

SLOW SPEED DRUM 

-BRAKE DRUM. 

STEEL DISCS WHICH CLUTCH. 

RIM6 WHICH PRESSES A CAINS T DISCS. 

- FINGER WHICH PRES SES A GA INST RINGS . 

4 OJUS TMENT SCREW FOR CL UTCH WHICH 
GOVERNS PRESSURE . 
yCOLLAR WHICH SHIFTING 
YOKE WORKS IN A ND 
RELEASES SPRING TENSION. 

f SPRING WHICH FORCES 
FINGER AGAINST RING 
A NO RING AG A INST D/S CS 

CONNECT WITH 
UNIVERSAL JOINT 
THEN TO DRIVE 
SHAFT. 

The clutch serves 
the same purpose as 
a cone or disk clutch 

as described on pages 
39 and 41. The 
clutch on the Ford is 
made of steel disks 
as lettered. The pres¬ 
sure of clutch fingers (there are 
3) through the ring which 
presses against disks, causes the 
disks to take hold. When clutch 

- is “in” then the car is on high 

speed (there are only two speeds forward on 
a Ford), and entire transmission revolves 
and drive is direct to rear axle. 



DRIVING 

PLATE 


The planetary gears are shown as marked, 
(PI, P, K, & S, P, G). These gears are mount¬ 
ed on studs projecting from fly wheel. 

By means of bands, which are tightened 
around the drums, the rotation of these gears 
are governed as explained. 

It is called a planetary transmission, from a 
fancied resemblance between the motion of 
the triple gears around the central shaft and 
the motion of the planets around the sun. 

Principle: One can work out the action of 
these transmission gears most easily by taking 
a few coins, or washers. Place one coin in 
the center and the three around it touching 
the central coin. 

When the central coin is revolved, it will 
be found that the three others are revolved 
in the opposite direction. 

Now, if we place a second coin of smaller 
size over the central coin and three other 
coins of larger size over the three outside 
coins, we can show the principle of the low 
.speed gears. 

By revolving the small central coin it will 
tend to revolve the three larger outside coins. 


As these three coins are supposed to be con¬ 
nected to the three coins beneath them, these 
three lower coins will tend to revolve the 
lower central coin, but at a much lower rate 
of speed. 

The reverse gearing operates on the same 
general principle, except that an additional 
pair of gears is used, which causes the direc¬ 
tion of rotation to be reversed. 

When in high gear, the gear ratio of the 
car is 3.63 to 1, because the bevel drive gear 
in the rear axle is so much larger than the 
pinion that the engine makes 3.63 revolutions 
for every turn of the rear wheels. 

When the low gear is engaged the ratio in 
the transmission is 2.75 to 1. This is multi¬ 
plied by the rear axle reduction; so the total 
gear ratio, when in low gear, is 2.75 times 
3.63, equals 9.98, or practically 10 to 1. 

In general, owing to frictional losses in the 
transmission, and other causes, it may be 
assumed that the car will travel about three 
times as fast in high gear as in low. But 
the car will have about twice as much power 
when low gear is used. 

When reverse gear is used the ratio is 4 to 1. 
The ratio to the wheels is 4 times 3.63, or 14.52, 
or, say, about 15 to 1. But owing to the number 
of gears transmitting the power when reverse is 
used the actual available power in reverse is not 
as great as might be supposed. However, it is 
sometimes possible to use the reverse gear to pull 
the car out of a mudhole when even the low speed 
gear does not have sufficient power. 


CHART NO. 323—Principle of the Transmission. 













































































































































776 


FORD SUPPLEMENT. 



Fig. 15: Adjusting clutch 
fingers. Jack one rear wheel 
up, turn engine so clutch fin¬ 
gers come in convenient posi¬ 
tion, remove split-pin, give half 
a turn clockwise to the screw, 
and replace pin. Don’t drop 
pins in transmission case. After 
long wear, new discs will be 
needed. It will be necessary to 
remove the transmission cover. 



Fig. 16: This clamp is used 
to hold transmission bands to¬ 
gether while replacing the 
transmission cover. It is made 
of spring steel Vz in. wide and 
%2 in. thick, bent into the 
form of a U, having legs 3% 
in. long and being in. 

across. One of these is clamped 
over the lugs on the transmis¬ 
sion bands before replacing the 
cover and removed after the 
cover is bolted on. (Motor 
World.) 


Clutch Control. 

Is by the left pedal at the driver’s 
feet. If the clutch pedal, when 
pushed forward into slow speed, has 
a tendency to stick and not to come 
back readily into high, tighten up 
the slow speed band as directed. 

Should the machine have an in¬ 
clination to creep forward when 
cranking, it indicates that the clutch 
lever screw (B), which bears on the 
clutch lever cam (C) has worn, and 
requires an extra turn to hold the 
clutch in neutral position. 

When the clutch is released by pulling back the hand lever 
the pedal should move forward a distance of 1%" in passing 
from high speed to neutral. See that the hub brake shoe and 
connections are in proper order so that the brake will act suffi¬ 
ciently to prevent the car creeping very far ahead. Also be 
sure the slow speed band does not bind on account of being 
adjusted too tight. 

Clutch Slips or Drags. 

Slipping clutch may be due to worn main bearings, allowing 
crankshaft to vibrate, or to use of heavy oil in engine. 

When clutch drags: This may be due to heavy or old oil. 
This oil collects between the clutch plates, and does not allow 
them to separate freely from each other, as they should, when 
the clutch is disengaged. An oil that is too heavy for the 
clutch plates, is also too heavy for good use in the engine. 
Heavy oil will not penetrate into the closely fitted bearings, 
and if the oil does not get in, friction and rapid wear will 
result. 

Heavy oils are sometimes used in Ford engines with the 
idea that the heavy oil will seal the gaps between worn pistons 
and cylinder walls, but the only effective remedy is to replace 
pistons and other worn parts as needed. In winter oil should 
have a low cold test, that is, the oil should not congeal easily. 
It it does, the engine will be very hard to start on account of 
the dragging of the clutch and the bands on the transmission 
drums. 

Transmission Gears. 

If teeth of triple gears are worn or chipped, to such an 
extent that they do not properly mesh, they will cause a 
growling or grinding noise; especially w r hen low or reverse 
gears are used. 

Transmission Bearings. 

The transmission is supported at the rear end by a babbitt 
lined bearing at the universal ball cap. If this bearing is worn 
it will cause a knock in the transmission when the car is travel¬ 
ing over rough roads. 



Fig. 15A: Tightening 
screw B to hold clutch 
in neutral position—see 
also fig. 18. 


( 




I 


Worn bushings in the second speed and reverse drums, throws the transmission shaft out 
of line, hence the gears become worn and noisy. It is advisable to install new bushings as 
soon as worn and that before they cause gear teeth trouble, which means an ugly grinding 
noise. 


A “chattering” noise in transmission means that new band linings are needed. The 
same remedy applies when car runs with a jerky movement. 

To Remove Transmission. 

Take the upper part of engine off the lower part of crankcase, as explained under “re¬ 
moving power plant,” (chart 330). Next remove the transmission cover (fig. 16), and 
crankcase cover. Then the four cap screws that hold the fly wheel to crankshaft flange, 
using special Ford flywheel cap screw wrench No. 1929. The entire transmission may be then 
easily removed from the cylinder block assembly. 


CHART NO. 324—Transmission and Clutch Pointers. 

The width overall dimensions of Ford Touring, Runabout, Sedan, Coupe, Chassis and Truck Chassis is 5' IVz". 

The overall length is 11' 2%" on all above except model T chassis, which is 10' 8" and truck chassis 12' 9". 
The overall height on Runabout, Sedan and Coupe is 6' 9" and on Touring car 7'. 

The smallest garage measurement for housing a Ford, and which will allow 2' 2 1 A" on sides and 2' 4%" play 
at each end would be 10' wide, 16' long and 8' high. (See also, page 821.) 
























TRANSMISSION. 


777 


MA6NETO TERMINAL 


CLUTCH AND SLOW SPEED 
FOOT PEDAL. 

Full forward position, ’‘low 
speed’’ band is tightened. 

Half way forward, is neu¬ 
tral, when in this position throw 
hand lever forward, release 
clutch pedal and '"high speed” 
clutch is engaged. 

Fig. 18: Connection 
of hand lever and 
foot pedals to trans- * 
mission. 


SIDE HAND LEVER 

Center Vertical Posi¬ 
tion, holds clutch “out’’ by 
screw B, being on top of 
oval eccentric C, thereby 
forcing fork againstspring, 
releasing tension against 
clutch discs. 

Forward Position, as 
now illustrated, spring 
tension is released and on 
“high speed.” 

Back Position, spring 
tension is released and 
brake” bands on hubs of 
rear wheels applied. 


BRAKE PEDAL 
WHICH APPLIES 
BRAHE BAN DON 
TRANSMISSION 




TRANSMISSION COVER 

Fig. 18 A. 

REVERSE ADJ. SCREW 
SLOW SPEED ADJ. SCREW 
TO ADJUST BRAKE. 

ONE CP THE 3 CLUTCH FIN6ERS 
CLUTCH AOJ SCREW 
CLUTCH RELEASE FORA 
CLUTCH NONE ROD 

Clutch and slow speed lever 
when pushed back part of way, 

clutch yoke releases spring tension. 

When pushed full back, ‘‘slow 
speed” band is tightened and “slow 
eed” gears engaged. 

Spring which forces 
fingers on clutch, to 
discs, unless held out 
by clutch pedal or side 
lever. 


Causes and Symptoms of Worn 

Cause: When starting the car, the driver 
should press the pedal forward until the low 
speed begins to engage. Then the pedal 
should be pressed more slowly until there is 
no slipping of the band on the drum. When 
using the low speed gear on long, steep hills 
many drivers uncopsciously relax the pressure 
on the pedal, so that the drums slip and wear 
the bands. Hold the pedals in firmly when 
the gears have once been engaged. 

Another cause of rapid wear of the bands 
is ’the habit of some drivers of racing the 
engine at high speeds before attempting to 
engage the transmission bands. The best 
driver is the one who can use the gears and 
not speed up the engine any faster than will 
just avoid stalling. If the engine is not 
raced too fast there will not be so much dif¬ 
ference between the speed of the transmission 
bands and the speed of the drums. Then 
there will be less wear on the band linings 
and less strain on all parts of the car. 

When the transmission band linings have 
become hard and glazed they will not grip the 
drums until the pedals have been pushed very 
hard and all the oil has been squeezed from 
between the bands and the drums. Then 
the bands /take hold with a series of jerks 
and this causes a chattering and severe strains 
on both the transmission and the rear axle 
assembly. 

Other evidences of worn transmision bands 
are; (1) the failure of the foot brake to hold 
in spite of all the adjustment that can be 


Transmission Band L inings. 

made through the cover on the top of the 
transmission case, without causing the bands 
to drag. (2) or if the low speed and reverse 
gears slip when the pedals are pushed, and the 
engine races, while the car does not travel as 
fast as it should. 

On an average, the brake linings should give 
good service for about six months; with good driv¬ 
ing, from ten months to a year of service may be 
had, counting on from five to ten thousand miles 
driving as a year of service. (Fordowner.) 

By driving on throttle, as much as possible 
instead of using the clutch so often, the bands 
will wear longer. 

To Tighten Brake and Reverse Bands. 

*Remove the transmission case cover and 
turn the adjusting nuts on the shafts to 
the right, (fig. 18A.) 

The bands should not drag on the drums 
when disengaged, as they have a tendency to 
exert a brake effect, and overheat the engine. 
The foot brake should be adjusted however, 
so that a sudden pressure will stop the car im¬ 
mediately, or slide the rear wheels in emer¬ 
gency cases. 

To Tighten Slow Speed Band. 

Loosen the lock nut at the right side of the 
transmission cover, and turn the adjusting 
screw (see fig. 18) to the right. 

Size of Band Linings. 

See page 770. The dia. of brake, slow 
speed and reverse drum is 7^"xl^j r /' wide. 

*See page 778, how to remove transmision cover. 


CHART NO. 325—Transmission Parts and Location. 









































FORD SUPPLEMENT. 


778 


Removing Transmission Cover. 

(1) Remove magneto wire. 

(2) Loosen the nuts on the studs of the 
clamps which hold the exhaust manifold in 
place. 

(3) Pull manifold and exhaust pipe out 
of L»uffler and remove them from car—save 
the gaskets. 

(4) Remove the % inch bolts holding on 
the transmission cover. (Use L-handle wrench 
No. 2322 for keeping nuts from turning, 
while the bolts are turned from below, by 
using T-wrench No. 2320.) 

(6) Loosen and remove the two bolts 
which hold the universal ball cap to the 
transmission cover. 

(6) Loosen lock nut on low speed screw 
and loosen low speed adjustment. 

(7) Push emergency brake lever forward. 

If cover is hard to remove, then loosen 
nuts on reverse and brake adjustment nut as 
far as they will go and remove the slow 
speed adjusting screw. 

Removing Bands. 

Now cover can be pulled off, and then the 
bands. 

Place band nearest the flywheel over the 
first of the triple gears. Turn the band 
around so that opening faces downward. 
Band can then be removed by lifting up. 

If three sets of triple gears are so placed 
that one set is about ten degrees to the right 
of center at top, the operation is considerably 
simplified. Each band is removed in the 
same way. It is important to shove each 
band forward on to the triple gears—as at 
this point there is only sufficient clearance 
in the crank case to allow the ears of the 
transmission bands to be turned down. 

Relining Bands. 

Instructions for relining brake bands are 
given on pages 688 to 690. 

Never use linings containing metallic rein¬ 
forcements for the transmission bands. Spe¬ 
cial Ford linings should be used. Particles 
of wire, worn from ordinary band linings, are 
apt to cut through the insulation of the mag¬ 
neto, which is in the same compartment as 
the transmission. A short circuited magneto 
necessitates pulling the engine out of the 
car for repairing. 

At the Ford branches or agencies, transmis¬ 
sion bands can be exchanged for 40 cents 

Explanation of 

Illustration on next page explains the relation of 
one part of the transmission to the other—as does 
also the illustration on page 775. 

Figures 19 to 19G illustrate the parts of the 
transmission separated, but in their respective or¬ 
der to be assembled. 

Clutch; note the 12 small clutch disks or thrust 
plates (20D) and the 13 large disks (20E), are 
placed together alternately (see 19B). 

The projection on small plates fit slots of disk- 
drum (19C). The latter being rigidly fastened to 
transmission shaft (TS), whereas the slots in large 
plates fit in projections (LPP) of illustration 20A. 
The disk-drum (190) is fastened to transmission 
shaft by set-screw (S). The pressure of the 
“clutch push ring” (19A) due to the tension of 
“clutch spring” (19) against “clutch fingers,” 
causes the large and small disks to grasp. The ad¬ 
justment of clutch fingers is made by screws (AS). 


each. As the cost of the linings and rivets 
is about 30 cents, it usually pays to exchange 
the bands. 

Use soft brass rivets: When relining the 
transmission bands use soft brass rivets. If 
iron rivets are used, particles of iron, worn 
from the rivets, will be attracted to the mag¬ 
neto, and will tend to cause short circuits. 

Iron rivets are so hard that they will cut and 
score the soft iron brake drums, thus making them 
liable to break. 

To Install Bands. 

Simply follow the reverse of the procedure 
of removing the bands. When the three bands 
are placed in an upright position on the 
drums, the ease of placing transmission cover 
on can be facilitated by passing a cord around 
the ears of the three bands, holding them 
in the center—the pedal shafts can then be 
made to rest in the notches in the band ears. 

The clutch release ring should also be 
placed in the rear groove of the clutch shaft. 

Replacing Transmission Cover. 

First—tie the lugs of the three bands to¬ 
gether tight, with a piece of wire or cord— 
or construct a band holder as shown in fig. 
16, page 776. 

Second; make sure that all the gaskets are 
in place and that none of them are defective. 
Broken gaskets will allow oil to escape, when 
the engine is running. The oil is splashed 
around in the transmission case by the fly¬ 
wheel and transmission drums. 

Third; loosen the nuts on the brake and 
slow speed studs as far as they will go, with¬ 
out danger of falling off. 

Fourth; compress the springs on these oper¬ 
ating studs. This will make it much easier to 
replace the transmission cover. 

Fifth; replace cover and all the bolts, and 
tighten them securely. It is not usually nec¬ 
essary to fit those around the sides with cot¬ 
ter pins. However, the bolts holding the 
universal ball cap must endure greater strains, 
so they should be fitted with cotter pins. 

Remove the cord or wire, which were used to 
hold the bands in place while the cover was being 
installed. 

Adjusting Bands. 

Adjust bands so that the pedals can be 
pushed down to within a couple of inches of 
the floor boards, before the bands grip tight¬ 
ly. After running a couple of hundred miles, 
adjust the bands again, use double end 
wrench, No. 1917. 

Transmission. 

Transmission shaft (TS) and small plates (20D) 
run free in brake drum, when clutch is disengaged, 
in other words the small plates revolve with flywheel. 

Slow speed drum (19E) fits over the part (R) of 
brake drum (19D). Driven gear is fastened to 
hollow shaft (M) of brake drum (19D) by means 
of two Woodruff keys. 

Triple gears (TG) ; (K) are the reverse gears, 
(P) the slow speed gears, and (Pi) the driving 
gears. These gears are fastened rigidly together 
in groups of 3 and are called triple gears on that 
account. There are 3 groups and they revolve 
freely on pins (TGP) of fly wheel. K—meshes with 
gear on reverse drum (19F); P—^with gear (G) on 
hollow shaft of slow speed drum 19E; pi—meshes 
with driven gear, and is keyed to hollow shaft (M) 
on brake drum 19D, which projects past gear G. 

The action can now be studied by referring to this 
illustration and page 775. 


CHART NO. 326—Removing and Replacing Transmission Cover and Bands. 















TRANSMISSION ASSEMBLY. 


779 


SLOW SPEED DRUM AND GEAR 


CLUTCH DISKS 
CLUTCH PUSH RING 
DRIVING PLATE 


TRIPLE GEAR PIN 


TRIPLE GEAR 


DRUM 

REVERSE DRUM 




AND GEAR 




R 

• 6 £ 

DRIVEN 



E 


GEAR 

K P 

P 



CLUTCH SPRING 
CLUTCH SPRING 

SUPPORT CLUTCH SHIFT 

CLUTCH SPRING THRUST RING 

Clutch spring thrust ring pin 

PARTS £0- 


DRIVING PLATE 


BRAKE DRUM 
-20A- 


How to Assemble the Transmission. 


First—assemble the group of parts as shown in 
20C as follows; place the brake drum (19D) so 
that hub is in a vertical position—place the slow 
speed drum (19E), with gear (G) up, over the 
shaft (M) of brake drum. The slow speed drum 
will then fit over (R). 

Next, place the reverse drum (19F) over the 
hollow shaft of (19E) so that the reverse gear 
(O) on drum surrounds the slow speed gear (G). 

Then fit two Woodruff keys in the shaft of 
slow speed drum at (M) and place the “ driven 
gear” (with teeth down) so that they will then 
come next to the slow speed gear (G). 

Triple gears (TG) (all 3 groups); should now 
be meshed with the driven gear, according to the 
punch marks on the teeth—the reverse gear or 
smallest of the triple gear assembly being down. 

When the triple gears are properly meshed, 
tie them in place with a string or cord passed 
around the outside of the three triple gears. 

Second—assemble parts to fly wheel per 20B; 
place fly wheel on bench with face down, and 
shaft vertical. 

Turn the group (20C) up side down, and place 
over the transmission shaft—so that the three 
triple gear pins (TGP) on fly wheel will pass 
through the triple gears. 

This will now leave the brake drum on top, as 
shown in 2 OB, ready to take clutch disks (19B). 

Fitting the Clutch. 

Third—fit the clutch disk drum key in the 
transmission shaft; press the clutch disk drum 
(19C) over the transmission shaft (TS) (20B), 
and put set screw (S) in place to hold the drum. 

Put a large clutch disk (20E) over the clutch 
drum, then a small clutch disk (20D) alternat¬ 
ing with large and small disks until the 12 small 
and 13 large disks are in place—a large clutch 


disk—or “thrust plate” as it is termed, will 
then be on top as shown at (20A). Don’t put 
a small disk on top. 

Now place the “clutch push ring” (19A) 
over the clutch drum, so it will be on top of 
the disks—with the pins (1) up. 

Fourth—group 20; next bolt the “driving 
plate” in such a manner that the adjusting 
screws of the three “clutch fingers” will press 
against the “clutch push ring pins” (1). 

Fifth--it is now advisable to test by moving 
the clutch disks, and see if they will move freely 
by hand. If properly assembled, the fly wheel 
will revolve freely while holding any of the 
drums stationary. 

Sixth—assemble the clutch spring parts. 
Place “clutch shift” (parts 20), over the driv¬ 
ing plate hub (J), so that the small end rests on 
the clutch fingers. The clutch spring support is 
then slipped into the spring so that the flange 
(F) will rest on the upper coil of the spring, 
then insert “clutch spring thrust ring”* and 
press same into place. Insert the pin in the driv¬ 
ing plate hub at PH, through the hole (Hi) in 
the side of the thrust ring. This part of the 
work requires some “knack” but is simplified 
considerably by using a compressor similar to 
that shown on page 819. The large holes (H) 
in clutch spring support facilitate the insertion 
of the pin. 

Another easy method of compressing the clutch spring, 
so that the pin can be inserted, is to loosen the tension 
of the three clutch finger adjusting screws (AS). 

When the clutch is tightened up again, the spring 
should be compressed to within a space of 2 or 2 Vie 7 ' 
to make sure the clutch spring does not slip. 

The adjusting screws (AS) should be adjusted so 
that there is even tension all around the clutch disks. 
These screws are now provided with a slot and it is 
necessary to turn them at least 1 revolution so that 
the slot comes in line with the cotter pin holes, then 
insert the cotter pins. 


CHART NO. 320A—Assembly of the Transmission and Clutch. 

★ On the new cars “clutch spring thrust ring” is not used, its function being incorporated in “clutch spring sup¬ 
port” the inner end of which is contracted and has 4 small lugs for the reception of the “thrust ring pin.” 






















































































































































































































780 


FORD SUPPLEMENT. 


UN/VERSAL 
JO//VT 


NUT ON FRONT 
END OF RADIUS 
ROD. - KEEP T/0H7. 



brake 

POO 


BRAKE 

koo 


IRON 


Fig. 21. j-- 

^LOOSEN NUTS ALL AROUND 
TO RENO {/FAME HOUS/N6 


UN/VEFSAL 
JO/NT, REMOVE- 
CD FROM HOUS , 

Fig 22. 



FITS IN END OF 
TRANSMISSION 

SHAFT 


r-R/TS OVER END . 
t - 1 OF PR/VF SHAFT. 


; 


n VSQUARE END 
" FITS IN UNI¬ 
VERSAL JOINT. 



-DRIVE SHAFT 


■ SHOULDER 
-BALL THRUST 

r-ROLLER 
BEAR/HO 

r-W ASHER 



BRAKE DRUM 
ON REAR WHEEL 
WHICH FITS OVER 
BRAKE. 

Fig. 27 — Special 
gears for trucks 
and racing, (see 
page 781; “Gear 
Ratios/’) 


DRIVE 
R/ n /on 

CATTLE NUT 


Figs. 25 & 26. 


AXLE HOUSING 


J ■ 



Rear Axle and Parts. 

The axle housing is made in two 
parts, (fig. 24.) The later types of 
rear axle housings are much stronger 
than those made in earlier years. 

Drive shaft and housing (fig. 25.) 

The housing or tubing, encloses the 
drive shaft and also takes the torque 
or twist off the rear axle, when the 
car is being started or stopped. This 
sometimes causes the tube to break, 
near the rear axle. 

Drive shaft and its bearings (fig. 

26.) There is a roller bearing to sup¬ 
port the shaft and pinion, and a ball 
thrust bearing above the roller bear¬ 
ing to take the thrust of the pinion 
against the drive gear. 

The entire rear axle and drive shaft, 

per fig. 24—must be removed when re¬ 
pairs are to be made to differential, 
drive gears, or new axle shaft installed. 

To Remove Rear Axle. 

Jack up car and remove rear wheels 
(see chart 328). Take out 4 bolts 
connecting unniversal bolt cap to 
transmission case. Then disconnect 
brake rods. Remove nuts holding 
spring perches to rear axle housing 
flanges. Raise frame at rear and re¬ 
move entire axle, (see fig. 21.) 

Disconnecting Universal Joint. 

The two plugs from top and bot¬ 
tom of ball casting must be removed, 
then turn shaft until pin comes op¬ 
posite hole. Drive out pin and force 
joint away from shaft, (see fig. 30.) 

To Disassemble Rear Axle. 

See fig. 21 and 24. Disconnect uni¬ 
versal joint first, then radius rods, 
then loosen nuts on studs holding 
drive shaft to rear axle (fig. 21.) 
Next, remove the nuts holding the axle 
housing together over differential as 
per fig. 24. The axle housing, in two 
parts is then removed from axle 
shafts. 

To Remove Axle Shafts. 

Follow the plan in preceding para¬ 
graph, and as per fig. 21 and 24. Take 
the inner part of differential casing apart 
and draw axle shaft through casing at 
the center. 

When replacing axle shaft be sure rear 
wheels are firmly wedged on at outer end 
and key in proper position. With a new 
car the hub caps should be removed and 
lock nut tightened, in fact it is essential 
that rear wheels be kept tight. 

If rear axle or wheel is sprung by skid¬ 
ding or striking a curb, or if axle shaft 
is bent—replaco at once. 

Removing Drive Pinion. 

The pinion end of the drive shaft, to 
which the pinion is attached, is tapered 
to fit the pinion tapered hole which is 
keyed onto the shaft, and then addition¬ 
ally secured by a cotter-pinned “castel¬ 
lated” nut. Remove the castle nut, and 
drive the pinion off. (fig. 25 and 26.) 

No adjustment is provided. Fit new 
parts if worn. 


Fig. 24. 



"STUDS WHICH HOLD 
DRIVE SHAFT HOUS/NCr 


CHART NO. 327—Rear Axle. Special Gear Ratios. 

Note—Rear axle is a semi-floating type and it is necessary to remove entire axle assembly and then the housing 
(as per fig. 24), to reach differential and drive gears. (see also page 669.) 


































































































DIFFERENTIAL, UNIVERSAL AND BRAKES. 


781 


+ 0 TOOTH DIFFERENTIAL DRIVE GEAR 


TOflEMOVE LARG-E GEAR 

RIVETS SUPPORTING AXEL BEAR¬ 
ING SUPPORT. 


Fig. 28 — Dif¬ 
ferential, drive 
gear and pinion 
gear. 





SPLIT WASHER. 
KCYWAY ^7 


D / FF £ RFhjT/Al 

GEAR. 



D 


\ 



RING IN SHAFT 
FOR SPLIT 
WASHER 


DRIVE SHAFT 

DR IVD SHA F T PIN/ON * 

DIFFERENTIAL housing 

bol t HOL DING DIFFERENT/A l 
TOGETHER. 

V/HERE BEAR/.NG SUPPORT IS 
HEED TO HOUSING. 

ONE OF DIFFERENTIAL PINION 
GEARS- 

SPIDER HOLDING- PINIONS 
ANO ENOS OP AXLE. 

AXLE 

AXLE ROLLER BEARING 
KEY 

SPLIT VYASHER 

FIBRE WASHER BETWEEN 
TWO ENOS OF AXLE. 

TO TARE DIFFERENTIAL APART) 
REMOVE THESE BOLTS ON EACJtSUh 
*» 

BOLTS HOLDING D/FFEREMT/Ak 
HOUSING TOGETHER. 


Fig. 28. 


Tlie Differential. 

The principle of a differential is explained on 
page 85. There is no adjustment on the Ford 
differential between the pinion and drive gear. 
Mow parts are usually fitted. 

Removing differential gears: The gears are keyed 
on to the axle shafts and held in position by a ring 
or aplit washer, which is in two halves and fits 
in a groove in the rear axle shaft, (see fig. 96, page 
782.) 

Force them down on the shaft, away from 
the end to which they are secured, drive out the 
two halves of ring in the grooves in shaft with screw 
driver or chisel, then the gears can be forced off 
the end of the shafts. 

Rear Wheels. 

Are fitted with pressed steel brake drums to 
which the emergency or hand brake operates. See- 
fig. 29, 23 and 21. 

To remove reax wheels take off hub cap, remove 
cotter pin, unscrew nut and with a wheel puller 
remove wheel from tapered shaft to which it is 
locked with a key. 


chart 329) and then turning the clevises on the 
brake connecting rods until the two brakes grip 
equally. Be sure that the clevises catch enough 
threads on the brake rods to give strength. 


REAR RADI'IS ROD 


KNUCKLE PIN UNIVERSAL 
/ /JOINT (FEMALE) 



UNIVERSAL 
■JOINT KNUCKLE 
(flALEl 


UNIVERSAL 
JOINT HOUSING 


DRIVE SHAFT FRONT 
BUSHING 


RADIUS ROD 
CASTLE NUT 



BRAKE 


ATLLE 

SHAFT 


Fig. 29. 

Brakes. 

Fig. 29. The cast iron brake shoes will wear if 
used very much. This brake is usually used for 
holding car when at rest on an incline and not 
for slowing down car. 

Brake shoes, lined with asbestos fabric can be 
obtained from accessory dealers and will last longer 
than plain cast iron shoes. 

To replace these brake shoes, (1) remove the 
rear wheels; (2) unscrew nut and bolt on which 
the brake shoes are pivoted to the axle housing. 
Brake shoes can now be pulled off. 

Put springs in place on new brake shoes; then 
place open ends of brake shoes over the cams, and 
swing brake shoes into place. 

Replace wheels, and tighten the axle shaft nuts 
securely, before putting the cotter pins in place. 

Equalize the rear huh brakes, by removing cotter 
pins and pulling out the clevis pins (see fig. 33, 


Fig. 30. * 

Universal Joint and Shaft Bushing. 

Fig. 30. The univera*) joint and the driving 
shaft front bushing. When this bushing becomes 
worn, (which will take a long time, if the grease 
cup is turned regularly) it will be necessary to 
have the new bushing forced in at a Ford repair 
shop and then reamed to fit the axle shaft. This 
is a machinists job. 

A Special Transmission. 

A two speed rear axle is made for Fords by 
specialty concerns, which is useful for one-ton 
truck work. This gives 4 speeds. The third 
speed can be used on steep hills without holding 
foot on low speed pedal. (Woodword Truck Att. 
Co., Los Angeles, Calf.) 

♦Gear Ratios. 

The standard ratio is 3%! to 1. Changes can be 
made by purchasing the gears, fig. 27, from De¬ 
troit Radiator Specialty Co., Detroit Michigan. It 
is necessary to change both drive gear and pinion. 

For racing use 2# to 1; Fast roadsters ns* 2% 
to 1; General use for level country use 3 to 1; 
General use; average country use 3%i to 1; Trucks, 
use 4 to 1. 

For racing on dirt tracks where a quick pick up 
is required, the 3 to 1 is recommended. The 2 % 
to 1 and 3 to 1 are interchangeable. The number 
of teeth are as follows for various ratios: 

2% to 1; gear 36 teeth, pinion 13 

3 to 1; gear 39 teeth, pinion 13. 

3 7 /4i to 1; gear 40 teeth, pinion 11. 

4 to 1; gear 40 teeth, pinion 10. 

Average speeds: 2% to 1; 60 to 65 m. p. h.; 
3 to 1, 50 to 60 m. p. h.; 4 to 1, varies according 
to weight; average 25 to 35 m. p. h. 


CHART NO. 328—Removing Rear Axle Assembly and Parts. Replacing Brake Shoes. Universal 
joint. Gear Ratios. 

See page 825 for Ford truck. *The Krom-nik Gear Oo„ 801 Grant Park Bldg., Chicago, supply differential gears 
4.2 to 1 ratio for hilly country and 3 to 1 for racing purposes. 














































































































782 


FORD SUPPLEMENT. 


wm»oa rti7v*lHt» 




I STTEl V/^SMtP 

OUT31W 
x" DIAMETER 
2T6 I^INCH irnSiOC 

J OIAMETER 

MfctNCH THICK 



,-STCEl WA5MCR 
2*'NCM outside 

OlAMETEP 

tyNCH squaoc 2 t 
HOLE in CENTER 

J^INCM THICK I \ / 

1 




Fig. 31—Remedying excess of oil leakage out of 
wheel bearings: The oil from the transmission works 
down the drive shaft, through the universal joint 
through the differential out the axle ends, causing 
an excess of oil on the brakes. 

To overcome this, place a felt washer at F. (Note 
the Ford stock numbers on these felt washers.) Then 
place steel washers (see illustration for size) as shown 
in illustration. 

To put these washers in place, remove rear axle and 
rear half of universal joint, then remove front uni¬ 
versal cover ball cap cover. Put felt and metal 
washer on as shown by placing same over transmission 
shaft. Then put No. 2829 washer on after cover is 
removed. Note the pin which will hold the washers 
in place. The washer 2510B and steel washer are 
easily applied when universal joint is apart. Reas¬ 
semble carefully. 

Fig. 32—shows another sim¬ 
ple means of remedying this dif¬ 
ficulty if too much lubricant is 
carried in the differential, for a 
time at least. Cut from a thick 
pad of felt a strip that is long 
enough to be wrapped around 
the axle shaft three or four 
times. This felt should be thick 
enough so as to fit snugly be¬ 
tween the shaft and the hous¬ 
ing and wrap it around the 
shaft as shown. 




Fig. 34—When a 
Ford axle shaft be¬ 
comes bent at the 
hub it may quickly 
be straightened by 
the device shown. An 
old Ford hub is at¬ 
tached to a heavy 
piece of pipe several 
feet long and this is 
slipped on the bent 
axle end while the 
engine is turned over 
slowly with high 
gear engaged. The 
end of the pipe will 
move in a circle due 
to the bend and by 
pulling pipe back to 
axle center the axle 
can be straightened. 


Grease Leaks from Rear Axle. 

Grease leaks from rear axle: Due to too 
muck grease. One and a half pounds of 
grease is plenty, but a small amount should 
be added every thousand miles. 

Another reason for the leakage is, that in tbii 
construction Hyatt roller bearings are uaed, 
which tend to permit leakage of fluid or semi¬ 
fluid lubricants. The crown wheel (or main 
differential gear) takes up too great a quantity 
and distributes it to the shafts. The centrifugal 
action of these shafts carries the lubricant to 
the outer end and if felt washers are not in flrit 
class condition, the grease works out to the 
brake drums. 

Worn thrust washers allow axle shafts 
and differential to shift from side to side 
and pump grease out. This usually causes 
the grease to appear around the left wheel 
first, as that wheel is nearer the drive gear. 

Worn thrust washers will cause the gears 
to grind. The noise will change as the car 
turns corners to right or left, and the 
weight of car is shifted from side to side. 

Worn thrust washers require that the 
rear axle be removed from the car and 
taken apart, before new washers can be 
inserted. Ball bearing thrust washers are 
now made for Ford rear axles, and are 
claimed to wear longer. They should give 
less friction, and should therefore be 
useful for speedsters and racing. 

The felt washers become worn and hard 
with use. They can be replaced— after 
removing the wheels—without taking the 
axle system off the car. 

Two felt washers should be pushed on 
the axle shaft near the roller bearing next 
to the differential. A third felt washer 
should be placed near the outside end of 
the axle shaft, just inside of the outer 
roller bearing. These felt washers are 
cheap, and easily replaced, and, if only one 
pound of grease is used, will usually cure 
the rear axle grease leakage. 

If light grease or oil is used it will leak 
out rapidly. If the grease is too stiff and 
heavy, the gears will simply cut a groove 
through the grease and the bearings will 
not be lubricated. Mobilubricant is often 
used for Ford rear axles, also Kaoga No. 2. 

tfr? 

Fig. 35X: A glass gauge oil level 
indicator when screwed into the en¬ 
gine crank case will indicate the 
amount of oil at a glance. It ia 
advisable to place a stop cock be¬ 
tween gauge and crank case and 
keep it closed; only open when 
testing—to prevent loss of oil if 






on (or Ford gauge breaks. 

angina. 


Fig. 83—Oiling the emergency 
brake rod clevis pin. 




Fig. 34. 


Ope/z 

Fig. 35: To increase effi¬ 
ciency of exhaust for racing; 
a method, is to run pipes, with 
gradual bends from each ex¬ 
haust port to an expansion 
chamber. Pipe leading from ex¬ 
pansion chamber to rear should 
have a gradual increasing di¬ 
ameter to permit gases to ex¬ 
pand as they cool. 


STARTING CRANK 
RACKET 


Fig. «.)0. — Ford 
differential gears 
can be removed 
from the shafts 
by placing an old 
starting -crank 
ratchet in the 
face of the gear and driv¬ 
ing it with a hammer 
till the gear is below the 
half-moon key. The key 
is then removed and the 
gear driven off. 



Fig. 96. 


CHART NO. 329—Remedying Excess Oil Leakage out Rear Wheel Bearings. Axle Straightening. 





















































































ENGINE. 


783 



Fig. 36 Right side of Ford model T unit power 
plant. Showing inlet and exhaust manifold and 
valves. 


CrilNDEft head lifts off 



Fig. 38—Top view. Cylinder head removed 
showing cylinder bores, pistons and heads of valves 
in their seat. Note which are exhaust and which are 
inlet valves. 

The Power Plant. 


Engine, 4 cylinder, L head type with mechanically 
operated valves on the side. Bore 3% inches; 
stroke 4 inches. 22% h. p. Cylinders are “en- 
bloc” type. Power plant is “unit type” because 
engine and transmission are combined so as to form 
practically one unit. 

The cooling is by means of thermo syphon circu¬ 
lation as described on page 186 (figs. 1 and 2.) 

Ignition; source of electric supply is an inductor 
type of magneto (described on pages 803, 805 and 
265,) one part being attached to fly wheel and other 
part stationary. The current is carried to a com¬ 
mutator, thence to four high tension coils thence to 
spark plugs. 

Carburetion; the Holley model G, and sometimes 
Kingston model Y carburetor is used as described 
on pages 798, 799 and 160. 

Transmission; of the planetary type. It gives 
two speeds forward and one reverse. When driv¬ 
ing on high speed the drive is direct and entire 
transmission revolves with drive shaft. When 
running on low speed the gears inside of low 
■peed part of transmission are in action. The 
same when reversing. 

The transmission is attached to the end of crank 
■haft (see charts No. 331, and 323,) and enclosed 
in a housing which covers transmission, fly wheel 
and magneto. 

Gasoline feed system is gravity, see page 164. 

Lubrication; gravity and splash. The fly wheel 
in revolving, picks up the oil and throws it by 
centrifugal force into the catch basin; from where 
it i» led by % inch copper piping to the timing 
gears and then to the oil splash trough under the 
front cylinder. (see pages 772 and 197). 

Location of Valves. 


Location of valves: Front valve to the left of 
fan, (fig. 38), is No. 1 cylinder exhaust; then 
No. 1, inlet; then No. 2, inlet, No. 2, exhaust; No. 
8 exhaust is next, then No. 3 inlet; No. 4 inlet 
and then No. 4 exhaust. Note the exhaust valves 
are next to the water jackets and nearest to the 
port openings where the cooling action is most 
effective. 



Fig. 37—Left side. Showing cooling water inlet 
and outlet. Note cylinders are “en-bloc,” a typi¬ 
cal unit power plant. 



Fig. 39—The cylinder head is removed by taking 

off 15, %.6 x 2 %6 inch cap screws on top of cylinder. 
Underneath the head there is a gasket. 


*Removing the Power Plant. 

(1) Remove hood; 

(2) Drain the radiator; 

(3) Loosen bolts holding top hose connection; 

(see fig. 53, chart 335-A.) 

(4) Loosen bolts holding side hose connection 

to cylinder block; 

(5) Loosen radiator-to-dash stay rod; 

(6) Remove nuts and washers from the two bolts 
holding the radiator to the chassis; 

(7) Remove radiator; (see page 789); 

(8) Loosen cap screw holding commutator. Place 
commutator and wires to one side; 

(9) Remove spark plug, and magneto wires; 

(10) Remove spark plugs; 

(11) Remove cylinder head. (Makes engine 
lighter and easier to lift) ; 

(12) Remove 4 bolts holding universal ball cover; 

(13) Turn off gasoline and disconnect feed pipe 
from carburetor; 

(14) Remove nuts from studs holding inlet and ex¬ 
haust manifolds; 

(15) Take off the inlet manifold, with carburetor 
attached; 

(16) Take off exhaust manifold, with exhaust pipe 
complete; 

(17) Remove the two bolts holding the pans to 
each side of the base and knock the pans 
down out of the way; 

(18) Loosen nuts holding arm (A) fig. 9, page 
773) on lower end of steering post; 

(19) Remove three bolts holding steering column 
to chassis; 

(20) Loosen dashboard, and pull dash and steer¬ 
ing column up out of way. (Note: Not 
necessary to loosen dash or steering on 
1917 cars); 

(21) Remove nuts from front radiu* rod ball 
joint (see fig. 9-0, page 773); 

(22) Loosen and remove bolts holding engine to 
frame, and then power plant can be lifted 
out. 


CHART NO. 330 —The Power Plant. Removing Power Plant. See also page 806. 

See Insert No. 2, which is a half-tone engraving of the engine. *On 1917 and later cars, the engine can be 
removed without removing the dash or steering gear. The engine is brought forward until clear of dash, then 
lifted up to the right, to clear the steering gear. 




























































































784 


FORD SUPPLEMENT. 



When 

No. 

1 

is on 

No. 

2 

is on 

No. 

4 

is on 

No. 

3 

is on 

FIRING 

Compression 

Suction 

Exhaust 

Exhaust 

FIRING 

Compression 

Suction 

Suction 

Exhaust 

FIRING 

Compression 

Compression 

Suction 

Exhaust 

FIRING 


E 

F- 

G 

H 


Engine—note, there are four pistons. The 
crank shaft is of the 180° type. When pis¬ 
tons No. 1 & 4 are up; No. 2 & 3 are down. 

The Ford engine fires, 1, 2, 4, 3—that is, 
say No. 1 was starting down on firing stroke, 
No. 2 would be coming up on compression and 
would fire next; No. 4 would be going down 
on suction because it would fire after No. 2; 
No. 3 would be coming up on exhaust. 

*Ca,m shaft speed—Cam shaft runs % the 
speed of crank shaft, because the cam shaft 
gear is twice the size of the crank shaf*; gear, 
(see timing gear above and note small gear 
on end of crank shaft and larger cam gear on 
end of cam shaft.) 

Cam shaft gear has 42 teeth and is 5^ 
inches in diameter. The crank shaft gear 
has 21 teeth and is 2% inch in diameter. 


J — 

K- 

L- 

M- 
N- 

O —i 

P — 


A —Flange on end of 
crank shaft bolted 
to fly wheel. 

B —Magneto coils or 
spools, of which 
there are 16. They 
remain stationary. 

C —Magnets on fly wheel 
of ’which there are 
also 16. They re¬ 
volve with fly wheel. 

D— Bolts supporting the 
magnets. 

Fly wheel, bolted to flange on crankshaft. 
Planetary gears, called “sun and planet” 
type. 

Clutch discs. 

-Bing which presses against clutch discs 
when fingers are pressed on by yoke J, 
which causes clutch adjusting screw (I) 
to press against ring (H) thereby press 
ing clutch disc plates (G) together, which 
causes drive shaft (L) to then transmit 
power through drive shaft to rear axle. 
•Adjusting screw for pressure of finger 
against ring and clutch. There are three 
of these and three fingers. 

Yoke which throws clutch “in” and 
“out” by movement of side hand lever 
(see chart 325.) 

Spring which forces collar against fin¬ 
gers. 

•Transmission shaft connecting with uni¬ 
versal joint, thence drive shaft. 

-Collar supporting thrust of rear of spring. 
-Transmission brake band, applied by 
movement of foot lever, marked (B). 
(see chart 325). 

Slow speed band applied by foot lever 
marked (C). The same lever operates 
clutch. 

Reverse band applied by foot lever, 
marked (R), chart 325. 


CHART NO. 331—Sectional View of Engine. Plxn View from Beneath. Firing Order. Valve Ar¬ 
rangement. 

*Note: By mistake, only four cams are shown on cam shaft. There are eight as per fig. 9, page 86. See fig. 88. 
chart 830 for location of valves. Also see Insert No. 2 



















































































































































































































































































































































































































VALVE TIMING AND VALVE CLEARANCE. 


786 


Inlet valve opens 

Vie in. (piston travel) 
after top center on 
1st stroke (as pistoD 
is in. above cyl. 
when at top — it is 
now Y* in. above.) 


Inlet valve 

closes 

Exhaust valve opens 

%6 in. after 

bottom 

Yia in. before bottom 

center on 2 d 

stroke. 

center on 3d stroke. 

Measurement 

from 

Measurement from 

top of cyl. to top of 

top of cyl. to top of 

piston being 

35 

CO 

piston being 3%". 


Exhaust valve closes 
on top center of 4th 
stroke. 

Note when piston 
is at top of stroke it 
is Yiq in. above cyl. 
casting. 

PISTON ON TOP. 




Opening and Closing of Valves. 

1913 and later model “T” Ford engines, the 
valves open and close as per figs. 41, 42, 43, 44. 

Prior to 1913, the inlet opened % 4 " past top 
and closed %" past bottom. Exhaust opened %" 
before bottom, closed 1 ,( 54 " past top. Above figures 
may vary slightly on different engines, especially 
on old engines with parts worn. 

Valve Timing. 

As the valves are properly timed at the factory 
it is not necessary to retime same unless the cam 
shaft, time gears, or valves were removed in over¬ 
hauling. 

In this case, the time gears must be meshed 
properly as follows: Place top of piston of No. 1 
cylinder within approximately %" of top of cylin¬ 
der block by turning crankshaft in direction of ro¬ 
tation. Turn camshaft (gears out of mesh), until 
exhaust cam is at a point where exhaust valve is 
near closing (fig. 45) ; the exhaust cam should 
point away from the (O) mark on the camshaft 
and crankshaft gear, which are directly opposite, 
or in line with the center of point, or nose of 
cam. At this point, the tooth of the crankshaft 
gear, indicated by ( 0 ) mark will mesh between 
the two teeth of the camshaft gear (large gear) 
at the (O) mark. 

After meshing the gears in this manner, the in¬ 
let valve of No. 1 cylinder should be closed and 
exhaust valve open. 

When gears are meshed as above, then ex¬ 
haust valve of No. 1 cylinder (fig. 45), is just at 

BE50RC TOP OF STrokC- 



the point of closing, but is not fully closed, but by 
the time piston reaches top of its stroke the valve 
will be fully closed as per fig. 44. Also note that 
as No. 2 cylinder will be the next cylinder to fire, 
the roller of commutator should be almost on the 
(No. 2 ) commutator segment, depending upon 
whether the spark lever is advanced or retarded 
(see fig. 87, page 803 and fig. 2, page 316). 

If the camshaft is removed at any time from the 
shaft, in replacing the gear see that the dished side 
is out and that the first cam (exhaust cam) point 
is in opposite direction from the (O) mark on the 
camshaft time gear per fig. 45. 

To check valve timing when camshaft or gears 
have not been removed, first remove cyl. head and 
check tlie inlet valve opening and exhaust valve 
closing of each cylinder by following measurements 
in figs. 41, 44. 

These measurements may not check accurately, 
and if out to any great extent, then see if cam¬ 
shaft, bearings, push rods or valves are worn. If 
not, and gears are meshed correctly then the vari¬ 
ance may be in the manufacturing limit. See that 
valve clearance is properly adjusted before check¬ 
ing valve timing. 

Spiral or helical tooth timing gears are now used. 

Valve Clearance. 

The correct clearance between push rod and 
valve stem is .022" to .028". The gap should be 
measured of course, when cam point, or nose of 
cam is not lifting valve, but when push rod is on 
the heel of cam, the principle of which is more 
clearly shown in figs. 2 & 3, page 94. 

To determine when valve opens and closes, insert 
first, a . 001 " thickness gage between valve stem and 
push rod and have some one crank engine. The 
instant the thickness gage will not move the valve 
has opened. The instant it will move after being 
held tight, the valve is closed and the gap between 
push rod and valve stem should then be accurately 
measured and should be . 022 " to .028 . 

If clearance is greater, the valve will open late 
and close early, resulting in uneven running of 
engine. In this case, the push rod is worn (see 
fig. 36, page 791), or valve stem is too short and 
a new valve should be substituted, or old one 
“drawn-out” by peening lower end to lengthen it, 
or valve adjusters (fig. 61, page 791) can be used. 
If clearance is less, valve will open early and close 
late, or if no clearance at all, then it will remain 
partially open all the time. In this case, stem is 
too long and a small 
amount of stock should 
be ground from the end 
of valve stem. 

When fitting new push 
rods, new valves should 
also be fitted. When 
fitting new valves, they 
should be ground in, see 
pages 630, 631. 

Valve clearance on the Fig. 46 — Removal of 
Ford engine is non-ad- valve cover to adjust 
justable, see page 635 clearance, 
for meaning of this. 



CHART NO. 332—Valve Timing. Valve Clearance. Meshing Timing Gears. 




































































































































































786 


FORI) SUPPLEMENT. 





Fig 47—Removing conecting rod and pis¬ 
ton: One method of getting at the piston is to 
take off the cylinder-head, remove the cover 
from the bottom of the crank case and, by 
reaching through this, remove the bolts hold¬ 
ing the connecting-rod lower bearings in 
place. After the connecting-rod bearing caps 
are removed, the piston can be pushed up 
though the top of the cylinder. 

The method of removing the piston is 
clearly illustrated. (Motor Age.) 

To remove the piston pin; loosen connect¬ 
ing rod clamp screw. 


'CONNECTING 

rod is clamp 

ED TIGHT TO 
WRIST PIN 
AND WRIST 
PIN MOVES WITH 

connecting ROD 



BRONZE BUSH¬ 
INGS PRESSED 
IN PISTON IN 
WHICH WRIST 
PIN WORKS 


Fig. 48; con¬ 
necting rod is 
clamped to piston 
pin — see pages 
643 and 645. 






LOWER COVER 
CAN BE REMOVED IN 
ORDER TO REACH 
CONNECTING RODS. 

WITHOUT D/S CURBING 
OTHER PARTS 



LOOSEN FOUR LOWER HALF OF 
BOLTS TO CASE WITH 

UNIVERSAL OIL REMAINS ON 
JOINT FRAME 


Fig. 49—All parts of Ford engine can be 
removed in one unit and lower part or oil 
pan, left on frame as it seldom needs to be 
removed. 

To remove lower crank case cover, it is 
necessary to take out 14 capscrews 
inch.) Be careful to not destroy gasket and 
watch for oil in pockets under connecting 
rods. Note the lower crank case cover is the 
part upper arrow points to. 


♦Connecting Rod Bearings. 

Loose connecting rod bearings cause a rattle, or 
light knock, especially at light loads and high 
speeds. Heavier loads seem to steady the connect¬ 
ing rods. 

Long wear, pounding due to carbon, a spark too 
far advanced, or forcing the engine to labor on high 
gear; as well as lack of, or poor quality of oil, are 
the chief causes of loose connecting rod bearings. 

It is not necessary to drain the oil from the base, 
when making repairs to the connecting rod bear¬ 
ings, as the normal oil level is below the detachable 
plate on the bottom of the crankcase (see fig. 6, 
page 772.) 

Adjusting Connecting Rod Bearings. 

The connecting rod bearings may be adjusted, 
without taking out of the engine, as follows: (A) 
remove crank case lower cover plate on bottom of 
crank case and exposing the connecting rods; (B) 
remove the first connecting rod bearing cap, and 
draw-file the ends—just a little at a time; (C) re¬ 
place the cap, being careful to see that punch 
marks correspond, and tighten bolts until it fits 
shaft snug; (D) test bearing for tightness by turn¬ 
ing engine over by the starting handle; (E) now 
loosen the bearing and proceed to fit the other 
bearings in the same manner; (F) after each bear¬ 
ing has been properly fitted and tested, then tighten 
the cap bolts. 

There is a possibility of getting the bearings too 
tight and under such conditions the babbitt is 
liable to cut out quickly, unless the engine is run 
slowly at the start. After adjusting the bearings, 
jack up the rear wheels and let the engine run 
slowly for about two hours (keeping it well sup¬ 
plied with water and oil) before going out on the 
road. 

Removing No. 4 Connecting Rod Cap. 

Bring the No. 4 connecting rod about half¬ 
way up on the up stroke. Remove the cotter pin 
and nut, from the right connecting rod bolt. Now 
turn crankshaft over, by means of the starting 
crank, until the connecting rod cap is about half¬ 
way down on the other side. Pull out the other 
cotter pin and remove the nut from the bolt. Ford 
socket wrench No. 2322 can be used, if a couple 
of inches is cut off from the handle. Or, Walden 
wrench No. 5810 is specially made to reach this 
nut, and is very useful for this purpose (see chart 
341.) 

Be careful that the nuts and parts do not fall 
into the transmission case, and mark tbe connecting 
rod cap with a center punch before taking it off, 

so that it can be replaced in exactly the same posi¬ 
tion. 

Removing Piston and Connecting Rods. 

See fig. 47 above. 

When connecting rods become worn, they may be 
returned, prepaid, to the nearest Ford agent or 
branch house for exchange at a price of 75 cents 
each to cover the cost of rebabbitting. It is not 
advisable for any owner or repair shop to attempt 
the rebabbitting of connecting rods or main bear¬ 
ings, for without a special jig in which to form 
the bearings, satisfactory results will not be ob¬ 
tained. The constant tapping of a loose connecting 
rod on the crank shaft will eventually produce crys¬ 
tallization of the steel—result, broken crank shaft 
and possibly other parts of the engine damaged. 


CHART NO. 333—Connecting Rod and Bearings. Removing Pistons and Connecting Rods. Three 
Point Suspension of Power Plant. 

*See also page 641, 642. 643. 


































































































































A 


ENGINE BEARINGS. 


7*7 




B 



fFig. 50—To remove the center and front main bear¬ 
ing—remove nuts at (A) and (B) and draw long crank 
■haft bearing bolts (%"x 6 Vi 6 "x 20 threads) out from 
bottom, when lower bearing caps can be removed. 
It is not necessary to remove engine from frame. 

To remove rear main bearing it is necessary to re¬ 
move the engine from frame. If a special Ford wrench 
No. 1929 is used, one fly wheel bolt, holding fly wheel 
to end of crank shaft (see page 784) can be removed 
without further dismantling and then remove the two 
bearing nuts off lower part and bearing cap will lift off. 

To remove the cylinder head: Disconnect water hose 
from top plate,* after first draining radiator, discon¬ 
nect spark plug wires. Remove cap screws holding head 
to cylinders and lift off. This can be done without 
removing engine from frame. (see also page 783). 


Fig. 61—Illustration showing the 
main bearing cap and bearing bush¬ 
ing, which is babbitt lined. Shims 
between bearing cap and upper 
bearing not shown. 

* h -' ^ ■ ■ s' r.^.w The three main bearings on 

crankshaft are babbitted. On the 
old 1910 models, the upper halves of the main bearings 
were plain iron aqd not babbitted. 



FIG.51 


Crank Shaft Main Bearings. 

Wear of the main hearings of the crank¬ 
shaft will he evident hy a rather heavy 
pound or thud, especially when the engine 
is pulling hard under a heavy load, (see 
page 639.) 

Wear of these main bearings may he due 
to; long use; not enough, or poor quality 
oil; allowing the engine to knock; from 
carrying the spark too far advanced, or 
carbon in the cylinders; to a sprung crank¬ 
shaft; or failure to drain out the old oil 
regularly. 

The rear main hearing carries the heav¬ 
iest load and is usually the first to show 
signs of wear. This rear bearing supports 
the flywheel, the magneto and one end of 
the transmission, in addition to support¬ 
ing the crankshaft against the thrust of 
the pistons. 

Looseness in the rear main hearing, may 
he detected hy running the engine on No. 
4 cylinder and having the throttle wide 
open—this will show up a loose main bear¬ 
ing. 

The rear main bearing cannot be tight¬ 
ened, without taking the engine out of the 
car as explained under fig. 50. The middle 
bearing can be tightened, without taking 
the engine out of the car, but seldom needs 
adjusting unless the other bearings need 
it also. 



Fig. 51A—To re¬ 
move the Ford en¬ 
gine from the frame 
without raising body 
from frame; take a 
hacksaw and cut out 
a square 1 in. by 1 
in. on each side of 
the dash. (Motor 
World.) 


**Adjusting Bearings. 

First: Take engine out of the car, remove crank case, transmission 
cover, cylinder head, pistons, connecting rods, transmission and mag¬ 
neto coils. Remove the three babbitted caps and clean the bearing 
surfaces with gasoline. Prussian blue is then applied, or red lead, to 
the bearing surfaces of the crank shaft, which will enable one to de¬ 
termine whether a perfect bearing surface is obtained when fitting the 
caps. 

Second; put the rear cap in position first, and tighten it up as much ai 
possible being careful to not strip the bolt threads. Bearing, when 
properly fitted will permit the crank shaft moving with one hand. 

If it cannot be turned with one hand, between the bearing surface, 
contact is too close, and the cap requires shimming up, one or two 
thin shims usually being sufficient. 

If the crank shaft moves too easily with one hand, the shims should 
be removed and the steel surface of the cap filed off, thereby causing 
it to set closer. 


Third; after the cap has been removed, note wdiether the blue or red “spottings” indicate 
a full bearing the length of the cap. If * ‘ spottings 1 ’ do not show a true bearing surface, 
the babbitt should be scraped and the cap refitted until it fits properly. 

Fourth; the rear cap can now be laid aside and the adjustment of the center bearing can be 
made in the same manner. The operation can be repeated with the front bearing. 

Fifth; after you have obtained the proper adjustment of each bearing, the babbitt surface 
should be cleaned carefully and a little lubricating oil placed on the bearings, and the 
crank shaft; then draw' the caps up as close as possible—making sure the necessary shim* 
are in place. There is no danger of getting the cap bolts too tight, as the shim under the 
cap and the oil between the bearing surfaces will prevent the metal being drawn into too 
close. Put oil on the bearing surfaces, otherwise the babbitt is apt to cut out when the 
engine is started before the oil in the crank case can get into the bearing. When the crank 
case and transmission cover on the engine is replaced, a new set of felt gaskets to prevent 
oil leaks, should be fitted. 


CHART NO. 334—Crank Shaft Main Bearings. Adjusting Bearings. 

fit? 53 Dace 789. See foot note, page 814 relative to counterbalances for Ford crank shafts 
** 8 eTa“so pages 641 642, 643. fUnless bearing is burned out or badly worn, the center and front bearing can 

be taken up by removing bottom cover without removing engine. Remove cotter pins from the bolts between 
Nn 2 and No 3 cyl and while one man has a wrench on the nuts, another man beneath the car turns the bolt* 
out If there are shims, loosen bolts just enough to pull shims out with a pair of pliers. If no shims, re¬ 
move cap and file as per page 643. Be sure and mark caps if removed. 















































788 


FORD SUPPLEMENT. 


To Remove Crank Shaft. 

First remove connecting rods and the main 
bearings, disconnect the bolts holding the 
flywheel to the flange of the crankshaft, using 
Ford special wrench No. 1929. 

Removing the Camshaft. 

It is sometimes necessary to remove the 
camshaft in order to install new push rods, 
or to replace worn camshaft bearings, as the 
bearings are sometimes the source of knocks 
that are difficult to locate. 

It is a comparatively easy matter to remove 
the camshaft when the engine is out of the 
car, but, contrary to the opinion of many own¬ 
ers of Ford cars, it is also fairly easy to re¬ 
move the camshaft without removing the en¬ 
gine. 

Procedure for camshaft removal: Remove 
•the pin which holds the fan belt pulley on 
the crankshaft, (see fig. 7 8A, page 7 96.) 
Drive the fan belt pulley forward. Remove 
the cap screws, which hold the cylinder 
front cover to the cylinder block. Remove 
the commutator brush assembly, after 
driving out the pin which holds it to the 
cam shaft. Now the cylinder front cover 
can be removed. Next, remove the two cap 
screws in the side of the cylinder block which 
hold the camshaft bearings in place. 

It may now be possible to pull out the cam¬ 
shaft with its bearings, but if not, the plate 
on the lower part of the crank case should be 


removed, after the cap screws which hold this 
plate to the crank case have been taken out. 

Then a drift, or brass bar, can be used to 
drive the camshaft out from below, holding 
the end of the brass bar against one of the 
cams and striking the other end of the bar 
with a hammer. Care should be taken not to 
punch a hole through the cast iron cylinder 
block while doing this part of the work. 

After the camshaft has been removed, the 
push rods will drop down and can be removed 
through the opening in the bottom of the 
crank case. Be sure to remove all the push 
rods. 

Installing New Push. Rods. 

Place the new push rods in the guides. 
Small holes, near the top of each push rod, 
will now be noticed. After putting the push 
rods in place, slip nails, or a piece of wire, 
through these holes, to keep them in posi¬ 
tion while the camshaft is being replaced. 
Then the camshaft and its bearings can be 
driven in, and the cap screws (which hold the 
bearings) tightened. 

The marks on the small crank shaft gear 
and on the large timing gear should be placed 
together, and the valves tested to make cer¬ 
tain that the valves open and close at the 
proper time. Then the front cylinder cover 
plate should be replaced, and the timer brush 
assembly and also the timer cover. Then the 
fan belt pulley and the starting crank pin, 
and finally the fan belt. (Fordowner.) 


Causes and Cures of Overheating.* 


Oarbon, in the cylinders. 

Remove the cylinder head and scrape out the 
carbon, as directed on pages 790 and 624. 

Driving on low gear. 

The engine should not be raced, when driving 
on low gear, and the spark should be well ad¬ 
vanced, because the engine speed is comparatively 
high. Do not use low, when high speed can be 
used without straining the engine. 

Spark retarded too far. 

Keep the spark advanced as far as possible, with¬ 
out causing the engine to knock. As the throt¬ 
tle is opened and the engine slows down, it is 
necessary to retard the spark. 

Peor ignition. 

If the engine is misfiring it is necessary to open 
the throttle much wider and retard the spark; 
this tends to cause overheating. 

Insufficient or poor quality of oil. 

Lack of oil will cause such friction between the 
pistons and the cylinder walls that the engine will 
overheat and the pistons may stick. Poor oil 
burns up, or becomes thin and runs away so 
quickly that the parts are left practically with¬ 
out oil. Use good oil—it costs less in the long run. 

Racing the engine. 

Close the throttle when the clutch is disengaged, 
and so save gasoline and prevent overheating. 

Clogged muffler; too rich a mixture or too much oil 
will deposit soot in the muffler and by prevent¬ 
ing the escape of the exhaust, will cause over¬ 
heating. Clean the muffler by disassembling it. 
(see page 84.) 

Water frozen—steams (see page 579-193). 

To thaw out—open drain cock—water usually 
freezes at bottom of radiator—therefore pour hot 
water on bottom until circulation starts. This 
will be indicated by water running out of drain 
cock. Then close drain cock and fill radiator 
with water and keep engine running. Sometimes 
when engine steams if a blanket is thrown over 
the engine and radiator the heat will thaw out 
bottom of radiator.—see pages 579-193-800. 


Fan not working properly. 

A broken, or a loose and slipping belt will not 
rotate the fan fast enough to draw a cooling cur¬ 
rent of air through the ra¬ 
diator. This will especial¬ 
ly tend to cause overheating 
when the engine is idling 
or running on low gear. 
Tighten or replace the belt. 
Perhaps it may be neces¬ 
sary to bend the fan 
blades at a slightly sharper 
angle, in order to draw 
more air through the ra¬ 
diator. (see fig. 52.) 

Poor water circulation. 

Due to low water. As the thermo-syphon system 
is used the water will cease to circulate as soon 
as the level falls below the inlet to the radiator. 
Keep the radiator well filled. (see last para¬ 
graph on page 590.) Leaks may lower the water 
level. The rubber hose connections may have 
rotted and a flap of rubber on the inside of one 
of these hose connections may seriously impede 
the flow of the water. 


Don’t get alarmed if the water boils occasionally, 
especially in driving through mud and deep sand 
or up long hills in extremely warm weather. Re¬ 
member that the engine develops the greatest effi¬ 
ciency when the water is heated nearly to the boil¬ 
ing point. But if there is persistent overheating 
when the engine is working under ordinary condi¬ 
tions—find the cause of the trouble and remedy it. 
The chances are that the difficulty lies in improper 
driving or carbonized cylinders. 

No trouble can result rfom the filling of a heat¬ 
ed radiator with cold water—providing the water 
system is not entirely empty—in which case the 
engine should be allowed to cool before the cold 
water is introduced. 



Fig. 52. 


CHART NO. 335—Removing Crank and Cam Shafts. Causes and Cures of Overheating. 

•See pagei 189 and 579. 




































RADIATOR REPAIRING. 


789 


Ford Radiator Cores. 

The Ford radiator has a tubular core with fins, 
arranged on the order of fig. 5-A, page 190. 

The core of a radiator is the principal part (see 
explanation, page 715) and can be purchased sepa¬ 
rately from the upper and lower tanks. 

The core can often times be purchased cheaper 
than it can be repaired. For instance, if any great 
number of tubes, say more than ten, need repairing, 
then a new core is advisable. 

The core is usually measured by its thickness- 

The Ford radiator is 2%" thick. 

A firm that makes a specialty of supplying cores 
to repairmen is the Sheet Metal Works, Chicago, Ill. 
They make five standard thicknesses, 2", 2%", 3%, 
4", 4V 2 ", to fit Ford, Chevrolet, Dodge, Studebaker 
6 , Cadillac and Maxwell. 


Radiator Parts. 

The material listed below can be secured of F. L. 
Curfman, Maryville, Mo. Mr. Curfman also issues 
a very interesting booklet on radiator Repairing of 
a practical nature on repairing both “tubular” and 
“cellular” radiator cores. 

False fins made of tin or brass. 

Paint for radiator fins. 

Side walls, bottom and lower tanks, cores, filler necks, 
brass rivets, etc 

Copper tubing tinned, %" outside dia. in lengths of 
15", 17 *4", 20 and 22". 

Brass pipes -ft" tinned, for overflow pipes, 29" long, 
Soft sheet brass, hose clamps, drain cocks, etc. 

^Radiator Repair Tools. 

Electric flash light for examining close places, also a 
special magnifying mirror. 

Brushes for cleaning; acid swabs, etc. 

Soldering irons made special for small places. 
Scrapers for close places. 

Rubber stoppers. Gasoline torch of special design 
with a needle point flame. 

Torch with larger flame. 

Flux and flux squirter. 

Air compressor of special design which can be oper¬ 
ated from a 1/6 H. P. motor and from lamp socket, 
to be used for air pressure for testing and for 
gasoline torch. No tank required. 

Gasoline gas generator for use with gasoline torch. 
Coil spring for placing in copper overflow tubing so 
it can be bent, etc. 


Testing. 

After the removal of the radiator from the car, 
the first thing to do is to test it. The inlet, outlet 

and filler cap must be plugged, 
so that air pressure may be ap¬ 
plied to overflow pipe. Then 
if the radiator be put under 
water, the bubbles will show 
where the leaks are. 

When removing a radiator, the 
hose and flange are left on as 
shown in fig. 53. If radiator is 
to be repaired, then the lower 
hose is removed. 

The openings in radiator are then 
stopped up by means of expand¬ 
ing rubber plugs or an arrange¬ 
ment as shown in fig. 2. (Similar 
plugs can be secured of F. L. 
Curfman.) One plug is inserted 
in the intake and another in the 
water return and another in the 
filler opening. 

The air pressure is applied to the 
radiator through the overflow 
pipe, by slipping rubber hose 
from air line over the overflow 
tube. The radiator is then 
immersed in a tank full of water, 
and the leaks determined by the 
bubbles. The leaky parts are 
then marked. See also, page 
194.) 

Another method for closing up a radiator for 
testing, is to solder a piece of tin in filler opening 
and put a rubber plug in the bottom outlet and 
bolt a rubber gasket at F, fig. 53. Then place air 
pressure hose on overflow pipe. 




fRepairing. 

The radiator is placed on a bench and the leaky 
part ofHhe tubes heated with a blow torch. When 
quite hot—a little hotter than boiling—muriatic 
acid soldering solution is poured through the fins, 

all over the leaky tubes, 
to clean their surfaces. 
The cleaning process is 
verv important. 

*A ladelful of solder is 
then melted. Radiator 
is bolstered up from the 
bench on blocks, and 
the melted solder poured 
through the fins, over 
the leaky tubes. Note 
the method of catching 
the excess solder. 

Then the radiator is 
turned over and the 
solder poured in from 
other side in exactly 
same manner. 

A little more acid is 
then added and a torch 
applied to melt the sold¬ 
er and sweat it into all 
the leaks, closing them 
permanently. 

Though leaks and splits of quite a large size may 
be fixed this way, it is occasionally necessary to 
tear the radiator down and put in new tubes. The 
hardest part of the job is tearing the radiator down 
to the core and building it up again. New cores 
can be purchased with the top of bottom tank sold¬ 
ered on. 

There are many other methods of cleaning and 
soldering leaks. The leaky parts are often scraped 
bright with small scrapers made from three cornered 
files with the teeth ground off and then acid ap¬ 
plied and soldered with a soldering iron made 
especially for this work by taking a 1 lb. solder¬ 
ing iron, heat red hot and draw out long and slim, 
then tin the iron carefully. See also pages 714, 715. 



rig. 1—Illustrating how aolder Is poured 
over the leaky radiator tube* 


Leak Preventatives. 

There are many so called leak preventatives, for 
instance a cement called cold solder, the manufactur- 
— ^ ers claim, by pasting externally 

rig. t> <e^ on leak (fig. 6), it will harden and 

stop a leak temporarily until radi¬ 
ator can be repaired. Stone 
Solder Co., Cleveland, Ohio. 
Another leak preventative is a 
chemical mixture of cement which 
is placed internally into radi¬ 
ator when water is hot. The 
solution is supposed to pass out 
the leak in radiator and as it is exposed to the air 
it hardens and closes the leak. It is claimed that 
this preparation will also close cracks in water 
manifolds, etc. See page 715. 

Paint for fins can be made from drop black 
ground in Japan and gold size, thinned with turpen¬ 
tine. 



Cleaning a Radiator. 

The circulating system should be carefully wash¬ 
ed out, early in the spring, because the anti-freez¬ 
ing solutions, used in the winter, are apt to leave 
the tube clogged up. In summer, it is advisable to 
flush out the circulating system about once a month 
(see page 191). 

To do this properly the radiator inlet and out¬ 
let hose should be disconnected, and the radiator 
flushed out by allowing the water to enter the filler 
neck at ordinary pressure, from whence it will flow 
down through the tubes and out at the drain cock 
and hose. The water jackets can be flushed out in 
the same manner. 

To remove scale from inner surface of radiator: 
One method is by using hot water, in which a small 
amount of ordinary washing soda has been dis¬ 
solved, afterward rinsing this out with clean water. 

For very hard deposits a solution of one quart 
commercially pure muriatic acid to five gallons of 
water should be circulated through the cooling 
system slowly for five minutes. 

Another good method is, to one pint of glycerine 
add enough boiling water to fill the system, then 
run the motor slowly and drain out after running 
and flush with fresh water. Reversing the flow of 
water in flushing also helps. 


CHART NO. 335-A—Repairing and Cleaning Radiators. See also, pages 191, 194, 714, 715, 584. 
*What is known commercially as “50-50” solder is adapted for this work—see also, pages 714, 715, 711. tSee 
also, page 715. JSee fig. 20, page 714, for Ford radiator repair outfit. 


























































790 


FORD SUPPLEMENT. 


♦Compression and 

If the compression is poor, and the pistons 
and rings fit well, the valve may need grind¬ 
ing or adjusting. The compression can be 
tested, when the engine is warm, by pulling 
up slowly on the starting crank. The com¬ 
pression should be springy and elastic, but 
not as lively as that of other cars, on account 
of the drag and friction in the Ford trans¬ 
mission. (see pages 627 to 629.) 

Removing Valves for Grinding. 

Drain radiator. Remove cylinder head, and 
the valve covers on the right side of the en¬ 
gine. Use valve lifting tool (fig. 61, page 
633 also see chart 34 3) to compress valve 
springs and pull the pins out of the ends 
of the valve stems. Then valves can be pulled 
out. 

Grinding the Valves. 

A good grinding paste can be made of 
ground glass and oil—obtainable from auto 
supply houses. One method, is to put a small 
amount in a can top and add a spoonful or 
two of kerosene and a few drops of lubricat¬ 
ing oil to make a thin paste. 

Place the mixture on the bevel face of the 
valve sparingly. Place a spring under valve 


Grinding the Valves. 

as shown on page 631. Put the valve in posi¬ 
tion on the valve seat, and rotate it back and 
forth (about a quarter turn) a few times, with 
a grinding tool, (see page 616.) Then lift 
slightly from the seat, change the position and 
continue the rotation and keep on repeating 
this operation until the bearing surface is 
smooth and bright. The valve should not be 
turned through a complete rotation, as this is 
apt to cause scratches running around the en¬ 
tire circumference of the valve and seat. 

When the grinding is completed remove the 
valve from the cylinder, thoroughly washed 
with kerosene, and wipe out the valve seat 
thoroughly. Care should be taken that none 
of the abrasive gets into the cylinders or 
valve guides. This can be avoided if the 
grinding paste is applied sparingly to the 
bevel face of the valve, (see pages 630 
to 633.) 

When the valve seat is worn badly or 
seamed, it is then advisable to have it re¬ 
seated with a valve seating tool. Care should 
be exercised against making too deep a cut, 
otherwise the retiming of the valve will be 
necessary, (see chart 337.) 


Valve Springs. 


If the valves fail to seat properly, it may be due 
to weak or broken springs. Weak inlet springs 
would probably not affect the running of the en¬ 
gine, but weak exhaust valve springs cause uneven 
action, which is difficult to locate. 

It will cause a lag in the engine due to the 
exhaust valve not closing instantly, and the result 
will be, a certain percentage of the charge under 
compression escapes, greatly reducing the force 
of the explosion. 


A weak valve spring can usually be detected by 
the following method: Remove the valve plate 
(fig. 46, page 785) and insert a screw driver be¬ 
tween the coils of the spring while the engine is 
running. If the extra tension thus produced causes 
the engine to pick up speed, the spring is weak 
and a new one should be replaced. 

Valve springs consist of 11^4 coils of No. 104 
music wire, complete spring is 2 % inches long and 
31 /&2 inch outside diameter. 


♦♦Causes of Engine Knocks. 


(1) Carbon, is the most frequent cause of engine 
knocks. 

(2) The spark too far advanced, will waste power 
and cause a knock. 

(3) Loose connecting rod bearings, will cause 
knocks. 

(4) Worn crank shaft main bearings cause knocks. 

(5) Piston slap, due to loose piston. 

(6) Worn or broken piston rings, will cause a 
light knock. 

(7) Piston striking the cylinder head gasket. 

( 8 ) Loose camshaft bearings. 

(9) Valve tappets out of adjustment, or badly 
worn, will cause noise. 

How to Distinguish Knocks. 

(1) The carbon knock is a clear, hollow sound, 
most noticeable in climbing sharp grades, 
particularly when the engine is heated. It 
is also indicated by a sharp rap immediately 
on advancing the throttle. 

(2) Too advanced spark will be indicated by a 
dull knock in the engine. 

(3) The connecting rod knock sounds like the dis¬ 
tant tapping of steel with a small hammer, 
»nd is readily distinguished when the car is 
allowed to run idly down grade—or upon 
speeding the car to twenty five miles an hour, 
then suddenly closing the throttle the tapping 
will be very distinct. 

(4) The crank shaft main bearing knock can be 
distinguished, when the car is going uphill, 
as a dull thud. 

( 6 ) Tho loose piston knock is heard only upon 
suddenly opening the throttle, when the sound 
produced might be likened to a rattle, (see 
also pages 635 and 637 to 639.) 


Before and After Carbon Cleaning. 

First, drain the water off by opening the pet 
cock at the bottom of the radiator; then discon¬ 
nect the wires at the top of the engine and also 
the radiator connection attached to the radiator. 
Remove the 15 cap screws which holds the cylinder 
head in place. Take off the cylinder head and, with 
a putty knife or screw driver, scrape from the 
cylinder and piston heads the carbonized matter 
(as per fig. 54) being careful to prevent the specks 
of carbon from getting into the cylinders or other 
openings. 

In replacing the cylinder head gasket turn the 
engine over so that No. 1 and No. 4 pistons are at 
top center; place the gasket in position over the 

pistons and then put the cylinder head in place. 

Be sure and draw the cylinder head capscrews down 
evenly (i. e., give each one a few turns at a time) ; 
do not tighten them at one end before drawing 
them up at the other. 

Removing Carbon. 

Fig. 54—Carbon removal is most easily done with 
a putty knife, after the cylinder head has been re¬ 
moved. The flexible putty 
knife follows the surface 
better than the stiff and 

Kid , narrow blade of a screwdri- 

■54 I ver. Do not get the carbon 

in the openings into the 

water jacket. This would 
tend to impede the flow of 
the water and might cause 
overheating of the engine. 
The openings into the water jackets and the holes 
for the cylinder head bolts can be plugged with 
wooden plugs, or pieces of cloth, until the scraping 
has been completed, (see page 624.) 



CHART NO. 33G—Grinding Valves. Valve Springs. Causes of Knocks. Carbon Removal. 

*See pages 793 and 817. **See also pages 635 to 639. 
















VALVES. 


791 



fFig. 55 — 
Dimensions of 
——J finished Cast 
iron head 


valve 

dard.) 


(stan- 


Fig. 56 — 
Dimensions of 
finished Tung¬ 
sten valve 
Made by Rich 
Tool Co., Rail¬ 
way Exchange 
Bldg., Chica¬ 
go, Ill. 

(Shape o f 
valve is more 
like one shown 
in fig. 61). 


Fig. 55 


\ FIG 57 

IW stEnT 


Fig. 57 — Oversize 

valve stems are neces¬ 
sary when worn valve 

guides are reamed out. 

The standard oversize 
valve stem is Vq 4 inch, 
(or in other words the valve guide is reamed that 
much) larger. If the standard valve stem was 
inch, then it would be % 4 " larger or 2 V& 4 " di. 

Worn valve guides admit air to the mixture 

which causes misfiring, bad starting and noise. 

Ford valve guides are a part of the cylinder cast¬ 
ing and cannot be renewed. Reaming and fitting 
oversize valves is a better method than to ream 
the guide large enough to put in a bushing. Un¬ 
less a great deal of metal was removed, the bushing 
would be so thin that it would not last long. 

A reamer 2 % 4 M is used to ream push rod or tap¬ 
pet holes oversize and a 2 Yq 4 " 

reamer for reaming valve stem 
guides Yig" oversize. 

Fig. 58—A valve guide reamer: 
When reaming the valve guides it 
is necessary to ream true, therefore 
a guide is necessary, the guide is 
shown clamped to cylinder head. 
The reamer is then passed through 
the guide and turned by a hand 
tap wrench. 


Fig. 60—Valve seat reamer: 

is used for the same purpose J 
in the valve seat as the refacer 
is used on the valve face. Just 
#nough reaming is necessary to 
remove the pitting.* 


Can Ford valves be enlarged? 

This question is often asked. 

There is hardly enough metal to 
permit reaming out the valve 
ports more than Yie inch. The 
diameter of the standard Ford 
valve is 1*4 inches (measured 

at the seat.) Reaming out valve seats to make 
them larger, is attended with grave risks of cutting 
through the metal and ruining the cylinder block, 
especially if the cores were not set exactly true 
when the casting was made. 



Fig. 60. 



cultv by refacing the 
(see also page 632). 


Fig. 59—Valve re- 
facer: When Ford 
valves are badly pit¬ 
ted it is nearly im¬ 
possible to get a per¬ 
fect seat and the tool 
shown is designed to 
overcome this diffi- 
valve instead of grinding 



valve srrM 
ADJU STER 
A W D/S CS 

© Q O 


ADJUSTMENT 

REQUIRED 

MERC 


Fig. 61—Valve clearance ad¬ 
justers: When the space be¬ 

tween the end of the push rod 
(fig. 44, chart 332) and the 
end of the valve stem is more 
than %2 inch (see page 785 
this instruction) then a click¬ 
ing noise is the result. As the 
Ford valve has no means of ad¬ 
justment it is remedied by 
either installing new valves and 
**push rods or using adjusters 
as shown in this illustration. 


Valve 
Stem— 

Bottom 
Of Worn—' 
Tappet 


Fig; 
3 6 



Original 
Face Of 
-Tappet 

Thickness 

Gauge 


Tappet 


Fig. 36—If valve tappet 
becomes worn with a de¬ 
pression in end of tappet, 
this would throw the valve 
out of time if clearance was 
measured with thickness on 
top, or sides of depression. 

Install new tappet, also 
valve. (see page 785, 
“valve clearance.’’) 




rfcFord piston rings: are cut 
with a . 002 " taper so that the 
ring will bear on the lower edge. 

This is done so the ring will 
scrape the surplus oil from the 
cylinder wall on the down stroke, 
thus preventing an excess of oil 
getting to compression chamber. 

There is a punch mark on the 
inside, upper edge of the Ford 
rings (see P, fig. 17). On the 
earlier rings, there was a file 
mark in upper edge, to show 
which side to place up. If ring 
is upside down, it will have a 
tendency to pump oil. See also, 
pages 792 and 793. Ring gap clearance, see page 
649. Rings are softer than cyl. walls and become 
under size in time and should be replaced after 
10,000 miles. 

Pistons: See page 645 explaining the three 
conditions which necessitates piston replacement. 
On a repair job, a Ford piston should fit to bore 
of cylinder so that a .004" thickness gage, placed 
between piston and cylinder wall is tight and at 
.003" is loose. On commercial jobs pistons may 
be fitted so that at .006" gage will be tight, but 
the pistons are liable to slap and be noisy until 
warmed up. 

The Ford piston is .010" smaller at head than 
at skirt. Leaky pistons, see page 656. 

Overhead valves on Ford engines with 16 valves 
for racing purposes are offered by Laurel Motors 
Corpn., Anderson, Ind. and Craig Hunt Co., In¬ 
dianapolis. It is claimed this will give engine in¬ 
creased speed. It is necessary to use a larger 
radiator and circulating pump however, due to in¬ 
crease of heat. 


CHART NO. 337—Valve Dimensions. Valve Adjusters. Valve Guide Reamer. Valve Refacer. 

♦There is a limit to the amount of reaming that can be done. If reamed too often, eventually the valves will 
there is a nmi k t / see g paKe 712.) **Push-rods % 4 -m. oversize can be secured of 

supplyhouses. fThe exact dimensions in thousandths part of an inch of the Ford valve is as follows: dia. 

valve' head 1.421875; dia. of valve stem .311; length of valve stem 4.976 . 

Piqtnn and connecting rod aligning tools, bearing fitting gauge and other Ford “Speed-up’’ tools can be secured 
of Stevens Co., 375 Broadway. N. Y. JNow machined with a groove near the edge which should be towards 

top when placed on piston. 



















































































792 


FORD SUPPLEMENT. 



FIG- b3 piston 


Pistons—Cast Iron. 

Fig. 63—The standard Ford 
piston is 3 % inches diameter. 
The piston pin* is the oscillat¬ 
ing type as explained on page 
645. Therefore **bushings are 
necessary in the bosses for the 
piston pin to oscillate in. The 
pistons come with the bush¬ 
ings fitted. tOversizes which 
can be secured are given on 
page 609, see also, page 791. 


Rings—There are three rings, two placed above 
and one below, as shown in fig. 63. They measure 
3% inches diameter by Vi inch width (about .004 
less). Rings to fit oversize pistons can also be se¬ 
cured. (see pages 653 to 659, for ring fitting, etc., 
also page 609, 791 and 649). 

The rings are eccentric and thinner at the ends. 
Thickness at center is about .150 inch, at ends 
.085 inch. See also, page 791, 649. 


Aluminum Ford Pistons. 

Fig. 64—Aluminum pis¬ 
tons also called “Lynite,” 
are being advocated by va¬ 
rious manufacturers. They 
claim that by reducing the 
weight of the reciprocating 
parts it lessens the vibra¬ 
tion and permits quicker 
“pick-up” and higher en¬ 
gine speeds. 

Aluminum expands more rapidly than cast iron. 
Hence, these pistons must be fitted with greater 
clearance to keep them from sticking in the cyl¬ 
inders when the engine becomes very hot. 

Clearance varies according to design and type 
of piston and speed of engine. 

For average speeds; .007 to .008 at skirt, and 
.014 to .016 at top—see also, page 791. 

For racing; 60 to 70 m. p. h., .014 to .015 at 
skirt and .024 to .027 at top. 

As aluminum conducts the heat away more rapid¬ 
ly, it is claimed that less carbon forms on the top of 
an aluminum piston. It is also claimed that there 
is less friction between piston and cylinder walls, 
and that they cause less wear on the cast iron 
cylinder walls. 

Most aluminum pistons are supplied with some 
form of special piston rings, which are intended to 
prevent the leakage of the gases, thus increasing 
both the power and the economy. The extra 
clearance, when cold, is supposed to make the engine 
easier to crank, but unless carefully fitted, alumi¬ 
num pistons are apt to slap (see page 637) and 
rattle at low engine speeds, until they become 
warmed up and expand to a more perfect fit. 

JTlie McQuay-Norris Co., of St. Louis, Mo., manu¬ 
facturers of the “Lynite” Ford piston, state that 
the pistons they supply can be furnished in stan¬ 
dard 3% inches diameter and %2 loch larger or 
to be exact 31 thousandths oversize. Also by 
special order any intermediate size (in thousandths 
of an inch) between the two dimensions just given. 
In ordering odd sizes, the exact diameter of cyl. 
bore must be given in order that the proper clear¬ 
ance can be allowed for pistons. 

When ordering pistons always state if “stan¬ 
dard” or “oversize” is wanted and if latter, cali¬ 
per cylinder walls carefully, per page 649. 

The Butler Mfg. Co. of Indianapolis, supply 
aluminum pistons in sizes .002 to Viq inch and spe¬ 
cial orders %2 inch larger than the standard size 
of 3% inches. They also state that from .0020 to 
.0025 clearance is allowed. They further state that 
inch is the limit for reboring to oversize, (see 
pages 651 and 645 for piston clearance etc.) 



fFig. 65 shows a reamer 
which can be fitted to 
an ordinary drill press. 
Reboring is best how¬ 
ever, The American re¬ 
boring tool, which can 
be operated by hand or 
in a 20" drill press can 
be secured of Ford 
Branches. 

^Enlarging Ford 
Cylinders. 

When oversize pistons 
are fitted to cylinders it 
is usual to rebore, ream 
or grind the cylinders 
out to the proper size. 
There are different 
methods for doing this 
as explained on pages 
653, 654 and 609. In 

DV ,^ C .. an engine has been 

driven for 10 to 20 thousand miles, the walls may 
wear slightly and a slight oversize piston may be 
fitted without enlarging cylinder.! 

Aligning Reamer. 

Fig. 66—Is a reamer designed to ream all three 
main bearings simultaneously and saves much time 
in scraping and refitting bearings. 

The unequal 
distribution o f 
weight and driv¬ 
ing strain on the 
crank shaft of a 
Ford engine nat¬ 
urally causes un¬ 
equal wear in the main bearing. It can be seen that 
tightening up only on the bearing caps will spring 
the shaft out of line and throw additional strain on 
the bearings, causing them to wear loose again 
very rapidly. This reamer will bring all bearings 
to proper size and perfect alignment. An allow- • 
ance of .0025 inch is made for wear of crank shaft. 

This reamer can also be used for reaming the 
connecting rod lower bearings, as they are the same 
diameter as the main bearings. (Stevens Co., N. Y.) 

tfSpecial Reamers For Ford. 

Fig. 67—Expanding reamer: A good set of ream 
ers are very essential to the repairman. This par¬ 
ticular reamer marketed by Stevens Co., 375 Broad¬ 
way, N. Y. is an expand¬ 
ing type. They are 
ground .005 inch under¬ 
size and can be brought 
up to .005 inch oversise. 
This is an added advan¬ 
tage. 

Reamers are used for reaming out such parts as 
piston pin bushings, steering spring bushings, trans¬ 
mission triple gear bushings, cam shaft front and 
rear bushings etc. In fact they are indespensibls 
to the repairman—see also, page 791. 

Reamer for spindle body and spindle arm bushing: 

A 2-in-l reamer for front axle bushings. The 5-inch 
section reams the spindle body bushings in perfeot 
alignment at one operation. 

The 1-inch section is for use in the spindle arm 
bushing, price each $2.40. 

Reamer for piston pin bushing: Used for ream¬ 
ing through both the piston pin bushings for per¬ 
fect alignment of piston pins, price each $1.75. 

Fig. 68—Reamers are 
usually made with either 
straight or spiral flutes, 
(see page 706). Stevens 
Co., 375 Broadway, N. Y. 
supply reamers. 


Straight Flute 

Eg* ^ 


Spiral Flute 










CHART NO. 338—Pistons; standard and oversize. Cast Iron and Aluminum. Reamers for Cylin¬ 
ders, Main-Bearing, Spindles, etc. 

*Piston pin is 4 %4 inch dia. x 3% inches long. JSee advertisement of South Bend'Lathe Works. 

**Piston pin bushings (pairs) are phosphor bronze, 15 i6 inch dia. x 1 “% 2 inches long. 
tStandard oversize pistons supplied bv Ford Co.—see page 609. .0025 can be used in worn cylinders without 
reboring—but by carefully lapping. If cylinder is out or round then reboring is necessary. JThis concern 
state they have discontinued the manufacture of aluminum pistons, tflf cylinder is out of round then reboring 
is necessary. Cylinder Reboring Tools can be secured of the Universal Tool Co., Inc., 435 Woodward Ave., 
Detroit- This firm also manufactures a Main Bearing Babbitting and Boring Eqxiipment suitable for Fords 
and Fordson Tractor engines. , Write for printed matter on “UTCO” products which are made by them also. 




























































ENGINE POINTERS. 


793 


Over-Lubrication of Cylinders. 

*When the spark plug is constantly oily or fouled 
and constantly missing and excess of smoke is emit¬ 
ted out of the exhaust, this indicates that too much 
oil is working past the piston rings, or at least too 
much oil is passing into combustion chamber from 
crank case. 

Causes. 

(1) The oil level in crank case may be carried too 

high. It should not be above the upper pet- 
cock in the crankcase. (see fig. 6 , chart 

320). 

(2) The front spring may be sagged. If the 

front end of the engine is lower than the 

rear, the oil will not drain back into the 

sump until there is too much oil under the 
front piston. A heavier pad between the front 
spring and the frame will level the engine. 

(S) The cylinder bore may be worn oval by the 
side thrust of the connecting rods on the pis¬ 
tons, or the cylinder walls may be grooved and 
scored. All four cylinders should be re¬ 
bored at the same time, and fitted with over¬ 
size pistons. 

(4) The points of the spark plugs may be too close 
together, thus allowing oil to short-circuit 
them too easily. Bend the points slightly 
farther apart and (not over V &2 inch) bend 
the side electrode upward, so that the oil will 
drain off to one side and not collect between 
the points. 

(5) Leaky piston rings—page 653 and 655. 

A broken piston ring will be indicated by a click 
or light knock, by loss of compression, and by 
smoke from the oil filler pipe or crankcase breather. 

Well fitted pistons and rings will almost invaria¬ 
bly cure trouble caused by overlubrication of the 
cylinder. If it does not, and none of the above is the 
cause, then the engine is afflicted with what is 
termed “piston pumping oil’’ which is explained 
on page 653 and the remedy is to doctor the rings 
and piston. 

^Remedying Piston Pumping Oil. 

One method is to install a patented leak proof 
type ring (see page 655.) The patented ring is 
usually placed at the top, to hold the compression 
above the piston, but is sometimes placed at the 
bottom as it is claimed that less oil will be used 
in this way. The use of all three patented rings, (if 
a tight fit) will sometimes prevent the walls of cyl¬ 
inders getting a sufficient amount of oil—therefore 
this must be considered and probably lapping the 
ring to cylinder as explained on page 657 will help. 

Another method, fig. 69—shows a piston doctored 
to prevent oil leaks; a patent two-piece ring, which 

is designed to hold the com¬ 
pression. Below the second 
ring (about four) §46 in. holes 
are drilled through the piston 
concave walls which allow oil 
scraped from the cylinder walls 
by the rings to run through 
these holes back to crank case. 

The bottom ring has one 
edge beveled or chamfered as 
shown in fig. 69. The cham¬ 
fered edge of the ring should 
be placed upward, as shown 
on the piston, so that the 
* chamfered edge will slip over 

the oil, while the sharp edge on the bottom of the 
ring will scrape off the excess oil and force it back 
into the crankcase on the downward stroke. (sec 
also page 6-3, “piston pumping oil.’’) 

Fig. 70 shows a method of chamfering the lower 
part of the 3 rings and is usually all that is 
necessary. This should be tried before fitting a 
patent ring or drilling piston. 

= 



inder walls are not “scored” (cut) see pages 652, 
650 and 653. 

ttPiston Clearance. 

Ford pistons should be fitted with a clearance 
between pistons and cylinder walls of from .002 
to .005 inch. Less than .002 inch is apt to cause 
sticking and more than .005 is apt to cause “pis¬ 
ton slap” (see page 637). 

Further instructions on the fitting of pistons 
and rings can be found by referring to pages 651 
and 657. 

**Increasing Compression. 

This means that by reducing the space in the 
combustion chamber from head of piston to inside top 
of compression chamber of cylinder—when piston 
is in its uppermost position—the gas would be com¬ 
pressed tighter, therefore more explosive force 
when combustion takes place. 

Opinions vary on this. For high speed work it 
might possibly help—but the heating will increase 
and a circulating pump or larger radiator (special 
racing type—see page 820) will probably be 
required. Refer to page 627, under head of 
“Compression”—also page 817. 

The question was recently asked of a manufac¬ 
turer of Ford parts as follows: 

(Q.) Would you advise cutting cylinder base 
down Vs inch to increase compression on engine 
for racing? 

(A.) “It is much easier to plane off the cylinder 
head. Another method would be to use special 
pistons to increase compression Vs inch. We had 
an experimental machine fitted in this manner and 
found satisfactory, and is no doubt the most practi¬ 
cal way. Increased water capacity is necessary 
and some form of circulating device such as a pump 
advisable.” 

Right here the writer wishes to add that in a 
recent race tournament of Fords, not one of the 
engines had increased compression, (see page 817.) 

“Running In” Engine. 

After engine has been overhauled, new rings, bear¬ 
ings, etc. fitted, it is a good plan to jack up rear 
wheels per fig. 72, put about 1 hi gallons of lu¬ 
bricating oil in crank case, put water hose in radia¬ 
tor and run engine for several hours to work rings 
and bearings “in.” Note when “running in” an 
engine, the water should be kept running constantly. 




Jit '* 
l«.S At»t 
— TB W f 



When doing this work, the engine is usually out 
of the frame of car, therefore another plan would 
be to place the engine on a stand made for the 
purpose as in fig. 73 and run engine from a belt 
from line shaft. This of course is for a repair shop 
with considerable work. See also page 823. 

Many, after fitting parts and first following plan 
shown in fig. 72, then take car out and run slow 
and carefully—not over 12 to 15 m. p. h. for the 
first 500 miles—this is very important as cylinders 
are liable to be cut. Use plenty good oil. (See p. 655.) 


'r y fuuxYW pucc or cvm 


£ 


45 DEGREE 


Mb INCH 


Fig. 70. 

To chamfer means to bevel the part (as shown 
in illustration) with a file or emery wheel. Note 
illustration gives an idea as to the amount and 
angle of the chamfer. This will permit cylinders 
to get oil but will prevent oil working past rings 
into combustion chamber, providing of course, cyl 



Fig. 73—Engine stand constructed of wood. A 
regular front bearing bracket of the Ford is at¬ 
tached to stand to form the support for the front 
end. 


CHART NO. 331)—Over Lubrication of Cylinders. “Running In” Engine. Increasing Compression. 

*g ee page 586, “Spark Plugs Indicate Valve Condition.” **See also pages 640, 629, 817 and 909. 

★ The treatment applies only to those cylinders in which the spark plugs are constantly oil soaked, usually 
N?V (front), and often No 4 (rear). JSee also, pages 652, 791. ttSee page 609, 649, 699, how to measure 

piston clearance. 








































































794 


FORD SUPPLEMENT. 


*Fair Charges for Overhauling a Ford. 

The prices given on this list are for individual re¬ 
pairs, and are the labor charges only. The ma¬ 
terials used and the parts installed should be 
charged for extra, according to the established 
prices given in the Ford parts price list. 

The prices charged are amply high to cover the 
best quality of work, the work can be guaranteed 
at these prices, and the repair shop will make a 
fair profit on the work. 


Engine Division. 

Charge 
for Labor. 

Overhaul— v 

Engine and transmission.$18.00 

Engine only (or engine and transmis¬ 
sion out of car) . 14.50 

Transmission . 11.00 

Repair 

Burned out bearing .10.50 

Main bearing knock . 8.50 

Put in two or more pistons . 6.00 

Cylinder knock .5.00 

Put in two or more connecting rods or 

repair oil leak . 5.00 

Put in one new piston . 5.00 

Leak in crank case. 5.00 

Put in one connecting rod. 3.75 

Grind valves, clean carbon. 2.75 

Change transmission bands . 2.50 

Rebore and rebabbitt cylinder block in¬ 
cluding fitting of pistons. 3.00 

Rebore cylinder block only. 2.00 

Tighten transmission gasket cover on 

case, or rebush transmission. 2.50 

Cylinder head bolts (stripped). 2.50 

Replace crank shaft starting pin. 1.50 

Cylinder front cover . 2.00 

Overhaul carburetor . 2.00 

Braze crank case arm only. 1.50 

Change cylinder head gasket . 1.25 

Tighten engine to frame. 1.25 

Commutator wire loom and brush. 1.00 

Assemble fly wheel only. 1.00 

Change carburetor .75 

Leaky door or clean crank case.60 

Change fan pulley assembly.60 

Commutator pull rod ball joint.50 

Leaky carburetor . 1.00 

Rear System Division. 

Overhaul rear axle or install new housing...$ 6.00 
Change rear radius rod . 1.50 

Replace— 

Rear spring, tie bolt, or new leaf, in¬ 
cluding graphiting leaves and line up 

body rear spring tie bolt only. 3.00 

Rear spring tie bolt only . 1.50 

Rear axle assembly . 3.00 

Rebush system. 3.00 

Repair— 

Install universal joint . 2.50 

Shaft straighten . 1.50 

Dope leak, one side .. . . . . 1.00 

Install brake shoes, each . 1.00 

Equalize emergency brakes and fit brake 
shoes or repair hand brake lever 

quadrant . 1.25 

Emergency brake only.75 

Tighten universal joint.60 

Change truss rods, each.60 

Change brake rod supports each.60 

Install or tighten rear spring retainer clip .60 
Front System Division. 

Rebush front axle .$ 5.00 

Rebush spindles (each side, $1.50).... 3.00 

Repair— 

Broken off radius rod ball cap stud.... 2.50 

Straighten front axle . 2.50 

Front spring tie bolt—or new leaf, in¬ 
cluding polishing and graphiting leaves 2.00 
Front spring or tie bolt—replace only.. 1.00 
Tighten ball cap or replace radius rod. . .60 

Chassis Division. 

Replace steering gear .$ 3.00 

Replace fenders, each.50 

Replace front cross member . 6.00 

Repair— 

Overhaul radiator . 6.00 

Remove shock absorbers—oil graphite 

spring . 5.00 

Leaky radiator—off the car. 3.75 

Straighten front cross member. 3.00 

Overhaul steering gear . 3.00 

I_ Change coil with Yale lock. 3.00 

CHART NO. 340—Fair Prices for Overhauling 

(Fordowner Magazine.) 

*See also page 595. Prices are not correct now. 


Replace muffler .60 

Install running board bracket. 2.50 

Starting crank. 1.25 

Install engine pans . 1.25 

Tighten steering gear. 1-25 

Replace wheel (1) $ .60; (4). 1.25 

Leaky radiator—on the car. 1.00 

Wheel, overhaul or change hub—each 

(cones and ball race). 1.00 

Adjust clutch . 60 

Starting crank ratchet pin.60 

Gasoline feed pipe or generator tube. . . . .60 

Tighten muffler or engine- pan.60 

Install radiator or replace hose connec¬ 
tion, each . *60 

Tighten or replace fender or running 

board.60 

Dope car .60 

Body Division. 

Repair—repaint and varnish car .$20.00 

Refit curtains and recover top.. 10.00 

Reupholster body (if new material used) . 10.00 

Change closed bodies . 8.00 

Change touring car or runabout body. . . 5.00 

Tighten all bolts . 5.00 

Change dash . 6.00 

Change bow on top, each . 2.50 

Install (1) windshield glass . 1-25 

Install ( 2 ) windshield glass. 2.00 

Refinishing deck on torpedo body. 1.50 

Tighten all doors . 1.25 

Tighten dash to body, or replace horn.. 1.25 

Replace top iron, each . 1.00 

Holes in top . 1-00 

Replace windshield, tighten hinge screws 

or dash clips.50 

Replace celluloid lights, each....60 

Dent out of rear panel and refinish. . . . 10.00 

Dent out of rear panel. 8.00 

Any side panel and refinish. 6.00 

Any side panel . 4.00 

Take dent out of door and refinish.... 3.00 
Take dent out of door . 2.00 

Overhaul Model “T” touring car or run¬ 
about, including: 

Repainting car 

Repairing body, cushions and upholstering 
Top repaired or recovered 
Motor and transmission overhauled 
Rear system overhauled 

Front system overhauled . 55.00 

Of course, if the car is equipped with an electric 
starting and lighting device, or even with a me¬ 
chanical starter, this may make the work of over¬ 
hauling more difficult, and so the repair shop will 
be quite justified in making an extra charge for the 
extra labor involved. If the car is fitted with 
shock absorbers or other supplementary springs, 
this may make it more difficult to remove the rear 
axle and. an extra charge is justifiable. 

What Constitutes an Overhaul. 

The customary labor charge for a complete over¬ 
haul of a Ford touring car or runabout is $55.00. 
This is for labor only, the cost of the parts installed 
being charged for extra and usually making the 
total charge about $75.00, for a complete over¬ 
hauling. If the body of the car is not painted, an 
allowance of $5.00 for labor is usually deducted 
from this charge. The cost of the paint and var¬ 
nish is included in the labor charge. A complete 
overhauling should include: 

Removal of carbon from the engine, see chart 336 
and pages 623 to 626. 

Grinding the valves, if necessary, and adjusting 
valve tappet clearance, see charts 336 and 332, 
and pages 630 to 635. 

Cleaning gasoline line, and the carburetor, see pages 
162, 160. 

Flushing radiator and water jackets of engine; see 
pages 191, chart 335. 

Cleaning out old oil from crankcase, see page 201, 

Cleaning differential housing and filling with grease, 
see page 772. 

Clutch adjustment and relining transmission bands, 
see pages 776 and 777. 

Adjustment of connecting rod and main bearings, 
see pages 786, 787, 641 and 646. 

Fitting of pistons and rings, see pages 650, 657 
to 659. 

Adjusting, or replacing rear hub brake shoes, see 
page 781. 

Tighten steering gear, and spring clips and small 
_ parts, see p a ge 773, _ 

Ford Cars 








































































































TOOLS. 


795 



6064- 


6064 


6018 


6064 

6018 


Axle housing bolt and nut 
Ball socket bolt and nut 
Brake band 
Brake & rev. sup. bolt & nut 6020- 
Brake shoe support nut 
Brake shoe support bolt 6020 

Clutch lever screw and nut 2418 
Clutch release fork clamp screw 
Commutator case support bolt 6018 
Connecting rod clamp screw 
Connecting rod cap bolt and nut 
Crank case arm bolt and nut 
Crank case lower cover screw 6064 
Crank shaft bearing nut cen. & front 
Crank shaft rear bearing nut 
Cylinder cover & crank case 2418 
Cylinder cover bolt and nut 6018 
Cylinder cover cap screw 6018 

Cylinder inlet connecting screw 
Cylinder head cap screw 
Cylinder head outlet con. screw 
Cylinder valve cover stud and nut 
Differential case stud & nut 
Differential drive gear screw 
Drive shaft pinion castle nut 
D. S. Roller bearing stud and nut 
Fan adjusting screw and nut 
Fan bracket bolt 
Fly wheel cap screw 
Front fender iron bolt & nut 
Front radius rod ball cap scr 

Front radius rod nut 

Front spring clip nut 

Front spring tie bolt and nut 

Hub bolt and nut 

Inlet & exh’st clamp stud & nut 6018 

Magnet bolt 6018 

Main bearing nut 

Main bearing bolt head 

Muffler bracket bolt & nut 6018 

Muffler rod nut 6064 

Oil lamp bracket screw and nut 

Radiator stud and nut 6018 

Radius rod bolt and nut 

Rear fender iron bolt and nut 6064 

Rear spring tie bolt and nut 

Rear hub lock nut 

Rear spring clip nut 

Reverse band 

Run board fender bolt and nut 

Running board bolt and nut 

Slow speed connecting lock nut 

Spindle arm nut 

Spindle bolt nut 

Spindle bolt 

Spindle con. rod bolt 

Steering gear post castle nut 6024 

Steering post bracket 2418 

Transmission band adjusting screw 

Trans, band adj. screw nut 6018 

Transmission band adjusting nut 

Trans, cover bolt & nut 6018 

Universal ball cap screw 

Valve grinding tools. VG2, VG3. 


1620 

2718 

4564 

2720 

2418 

2720 

6018 

2718 

2718 

2418 

5810 

2718 

1620 

2418 

2418 

6018 

2718 

2718 

1620 

1620 

1620 

2718 

1620 

1620 

5660 

1620 

2718 

2418 

3822 

1620 

2718 

2418 

5660 

1620 

5660 

2718 

2718 

2418 

1620 

2718 

1620 

2418 

2718 

5660 

1620 

1620 

5660 

5660 

4564 

1620 

1620 

4564 

5660 

2418 

2418 

2418 

2418 

6018 

4564 

2718 

4564 

2718 

2718 



fig io r^'O 


rH'Ground I 


Louis” Evenlite. 

This device (fig. 10), controls the cur- 
rent from magneto and produces full //T\\ Terminal 
candlepower of lights at 10 miles per 
hour and will afford a full, clear light 
at 6 or 7 miles with a very slight de¬ 
crease from highest speed. Price com¬ 
plete, to go in dash under hood $4.00. 

To go on steering post, including a horn 
push button aud switch on the device, h l r h l r 
so lights can be turned on, dimmed or cut off, price $ 6.00 
Can be connected in 30 minutes. 

Ford Special Tools. 
Rear wheel puller 
assembly: old No. 

1933X, new No. 

3Z-612; cam gear 

puller; old No. 

1936X, new No. 3Z- 
611; transmission 





!33kX 


1953 X 


i ) 


clutch puller; old bio. 1953X, new No. 3Z-614. 

Cotter Pins for 
Ford Cars. 

There are a total of 
95 cotter pins used 
throughout the car, 
and 6 different sizes, 
as enumerated to the 
right. 




5-%2 X 


No. 

06 . 

33 —%2 x 

%" 

No. 

88 . 

27 —%2 x 

%" 

No. 

753. 

4 —%2 x 

1 " 

No. 

421. 

11-446 x 

%" 

No. 

544. 

15— % x 

1 " 

No. 

82. 



' WALDEN-WORCESTER^ 

NoACombinationWrench Set 

SPECIAL FORD CAR 



lEU 


No. 4 — Combination 
wrench set: arranged 
for the Ford car but 
good for all cars.** 
Contains No. 511 
ratchet wrench, 9"; 
extension bar, 9"; 
Universal joint; 8 
pressed steel sockets. 
Sizes 17^2, J % 2 , 2 ^ 2 , 

2 %2, 2 %2. 2 %2, S%2. 

and 1 % 2 ". 

Price $4.00. 



**Butterfield screw 
plate is designed for 
Ford Work, contains 
taps and dies, cutting 
all the threads for 
bolts and screws on 
the Ford. Made by 
Butterfield Co., at 
Derby Line, Vt. 
(See also, page 612). 


U-o BUTTERFIELD Sr CO. o-O 


Inspection After Repairing; 

See to the Following: 

1— Cylinder head tight. 

2— All spark plugs firing, and tight. 

3— Fan belt tight. 

4— Fan bracket bolt and cotter pins tight. 

5— Adjust carburetor properly. 

6 — Water connections tight and no leaks. 

7— Hood properly fit. 

8 — Head lamps burn, properly focused, connections tight. 

9— Front wheels adjusted, lubricated and lined up. 

10— Fenders and running board bolts and nuts tight. 

11 — Doors work properly. 

12— Emergency brake adjusted. 

13— Trans, bands adjusted. 

14— Floor boards fit properly. 

15— Grease in rear axle. 

16— Grease in all cups. 

17— Oil in engine. 

18— Water in radiator. 

19— Tires properly inflated. 

20— Examine tool kit. 

21— Curtains fit. 

22— Horn in working condition. 


CHART NO. 341—Wrenches (Socket). Taps and Dies. Wheel and Gear Pullers. 
Wrench to Use. 

*See also nace 613, and page 704, for taps and dies, ‘‘how to use. 

**Can be secured of A. L. Dyke, Electric Dept., Granite Bldg., St. Louis, Mo. 


What Number 
















































































































796 


FORD SUPPLEMENT. 



OOO 
O O O 


o 


- NO 5. COPPER 

GASKET ON INLET- 


TRANS. 
COVER 



NO 2 EXHAUST 
PIPE GASKET 

NOS COPPER 
EXHAUST GASKET 


CYL. VALVE 
COVER.PEL T 
GASKET. 


TRANSH/SSA 
CASE 6ASKET. 
FELT 


NOD TRANS. 
DRAIN PLUS GASKET. 


ER GASKET\ 
CYL.COVER LINER 

'-NO 3 COPPER GASKET 
CARS. TO INLET- 



- NO!. COPPER CYLINDER 

HEAD CASH FT. 





CRANK CASE 
GASKET FELT.A 


^TRANSMISSION CASE' 
GASKET FROM HERE 
TO END. 


GASKET 
HERE — 


Fig. 74—Right side of Ford engine showing 
different location and kinds of gaskets used. 


Fig. 75—Left side of Ford engine showing 
location and kinds of gaskets used. 



SLUO 


3S*»> 


3102 


| 3363 


L a 



a- i 


3071 


Fig. 76. 


Gaskets. 

Set of gaskets and felt wash¬ 
ers for Ford car. 2580—Uni¬ 
versal ball cap gasket. 3070— 
Crank case and cyl. gasket, L. 
H. 3071—Crank case and cyl. 
gasket, R. H. 3102—Crank case 
lower cover gasket. 3111—Cyl. 
valve cover gasket. 3363— 
Trans, cover front gasket. 3377 
—Trans, cover gasket. 3379— 
Trans, sloping door gasket. 
3451—Control bracket felt. 4-F 
—Trans, cover strip 7%x%x 
%4 inch. 6-F—Crank case arm 
strip 3 %x^x %4 inch. 3544— 
Steering bracket. 2510B—For 
rear axle, 2% 6 x%x f Kie in. 2809 
—For front hub, 2 % in. diam. 
3012—For cyl. cover, £x 1%6X 
% in. 3279—For mag. contact, 
l^x%x %4 inch. 


GUfDE SCREW 



GASKET 
CYLINDER BLOCK 


N 


FIG. 2.2. 


Fig. 78—Guide screws are 
handy for correct replacement 
of cylinder head gasket. They 
are made from cap screws with 
head cut off and slotted. Place 
one at front and rear diagonal¬ 
ly opposite. Then place gasket 
over guide screws and replace 
cylinder head. Screws can 
then be removed. 


Cylinder Head Gaskets. 

There is a copper-asbestos gasket between the 
cylinder head and the cylinder block. There is 
practically no water pressure on this gasket, but 
there is a cylinder pressure, of from sixty pounds 
on the compression stroke to 250 pounds on the 
firing stroke, which must be withstood by the gas¬ 
ket. As the cylinder head bolts contract, when 
cool, and expand when hot,—there are varying de¬ 
grees of pressure on the gasket, so the cylinder 
head must be securely seated to keep the cylinder 
head gasket from blowing out. 

The gasket is composed of asbestos fabric, be¬ 
tween sheets of brass and copper, (see page 717.) 
If examined closely, one end of the gasket will 
be found to have a different curve than the other. 
When the gasket is placed on the cylinder block, 
with its edges coinciding with the edges of the 
block,—the right side of the gasket will be turned 
upward, and no further trouble will be experienced. 

Shellac, should not be used, on either side of the 
cylinder head gasket or on any of the other gas¬ 
kets on the engine. If shellac is used, it will not 
be possible to remove the gasket without spoiling it. 
But, if grease is used, the grease will hold the 
gasket in place when the parts are being assembled, 
and it will cause no trouble when the engine is 
again taken apart. In this manner cylinder head 
gasket can be used several times. 

The metal surfaces, between whicn any of the 
gaskets are clamped, should be clean and free from 
grit. A small lump of dirt will tend to cause a 
leak and spoil the gasket. 

Asbestos can he substituted for head of cylinder if 
copper cannot be secured—sheet asbestos, size Vie 
thick x 7 x 20 inches. 



Cylinder Head Cap Screws. 

Cap screws are sometimes broken off when being 
tightened. Ordinarily, this involves the removal of the 
cylinder head and the attempt to 
J n drill out the broken part of the 

1 G !- bolt. It is not easy to hold the 

drill perfectly true, so that the 
threads will not be damaged but 
by the use of the drill guide (G) 
furnished with the set, the drill 
can be held perfectly central, with¬ 
out the necessity of removing the 
cylinder head. Then the threads 
can be cleaned out with the 
inch tap, and the new bolt installed. The cylinder 
bolts must be kept rather tight, or water is apt to 
escape around the cylinder head gasket, (see alto 
page 709. 

If cylinder head cap screw threads becomes 
stripped, it is not advisable to drill a hole in head 
for an “oversize” screw, but drill cylinder block, 
tap and set in not less than a %xl 8 thread blind 
plug, then drill and tap for standard cap screw 
(%exl4.) 1/ig means the size of screw and 14 meant 
the number of threads to the inch. 



Fig. 78A — 
Method of 
driving out 
pin in start¬ 
ing crank 
ratchet (R), 
when fitting a 
new one. 


CHART NO. 342—Gaskets. Broken Cylinder Head Capscrews. Stripped Threads. Starting Crank 
Repair. 

A broken fan belt can be temporarily laced with a violin (gut) string. 









































































































RAISING CAR AND ENGINE. 


797 


Device for Raising Rear End of Car. 

Fig. 1 shows the hook in position for raising the 
rear end of car. By means of this device the rear 
end of the car can be held up securely while remov¬ 
ing or repairing the rear axle assembly or spring. 
In attaching the hook place the clamps on end of 

each bar on the 
frame, then bring 
the ends of the 
bars together, one 
bar resting in the 
safety clevis on 
the other bar. 
The links are then 
placed in the 
hook on the chain 
block and the car 
easily raised. ' 



Fig 1-A shows in 
detail with speci¬ 
fications the meth¬ 
od of constructing 
the rear end hook. 
This equipment 
can be made by 
local blacksmiths 
and Ford agents 
will find it an 
efficient help in 
their repair work. 


'^RAOIUS 


-I^ROUND 


CO 


r 


■VC- 


Tf 



£ 


Fig. 1-A. 


Device for Raising Front End of Car. 

Fig. 2 shows device in position for raising the 
front end of a Ford car while removing or repairing 
front axle or spring. Each hook is placed on the 
fender iron below the nut on end of the lamp 
bracket. The ring is placed in the hook on the 
chain-block and the car easily raised. 

Ford agents will be able to have this equipment 
made by local black¬ 
smiths from the details and 
specifications shown in fig. 

2-A. The front end hook 
should be part of the equip¬ 
ment of every Ford repair $ ' 

shop. (Ford Times.) 



v - 

— 



\?///> 



Fig. 79D — A twisted 
spring will keep the start¬ 
ing crank from rattling. 
A screen door spring is 
often used. 




Fig. 79A—En¬ 
gine lifting 
hook; used in 
conjun c t i o n 
with a chain 
block to re¬ 
move the en¬ 
gine from the 
frame. It is 
in two parts, 
one U-shaped, 
and bent in 
the manner 
shown, having 
eyes to catch 
two manifold 
stud nuts, the 
other fastened to it, and bent to grab below the 
water jacket between the second and third cylin¬ 
ders. Ordinarily the manifolds, cylinder head, 
transmission case cover and crank-case base are re¬ 
moved, the illustration showing the application of 
the hook. When these are removed the engine will 
balance. 


Fig. 79B—Tool 
for removing 
the valves may 
be made from 
a piece of steel 
% in. round 
and about 13 
or 14 in. long. 
One end is 
flattened out 
for about 4 
in. and then 
drilled % in., and the flattened end is then notched 
in the manner shown to permit insertion beneath 
the valve locking washer. A piece of M in. rod is 
then bent at both ends, one end passing through 
the Va. -inch hole in the lever and the other being 
used to hook over one of the manifold studs. By 
the aid of this lifter the valve may be removed 
without removing either manifold. 

Towing in a Ford when the differential happens 
to lock or rear axle becomes defective—loosen hub 
caps, remove wheels and withdraw the keys in axis 
shafts. The wheels are replaced and car can bs 
towed in with wheels turning free. Note—grease 
well before starting. 

s 

Auxiliary Wheel for Disabled 
Fords. 

Ford cars disabled by having the 
rear axle broken near the hub may 
be towed in by the aid of the de¬ 
vice shown. A bar of steel about 
3 ft. long and 1 V 2 in. square is put 
in the lathe and a standard Ford 
hub turned on one end and fitted 
with the cones and locking nut. The other end of 
the bar is then forged out flat and bent to clear 
the rear brake band, after which the lower clamp¬ 
ing straps are riveted on. The addition of the up¬ 
per clamping straps and a standard Ford wheel 
makes the outfit complete. To use, the disabled car 
is jacked up and the auxiliary wheel clamped in 
place, permitting the car to be towed in. In the 
case of a front wheel the procedure is much the 
same, except that the cross-steering rod must be 
tied and the car towed very slowly. The device is 
not limited to use on the Ford, and has been used 
to bring in a 1-ton truck. 

Rear Axle Stand. 

Fig. 79: Constructed of channel iron throughout, 
each upright laid out at a point of an L on tha 

floor as shown. 
One-half of the 
rear axle housing 
passes through, 
and is held by 
two of these up¬ 
rights, the other 
upright holding 
the torque tube. 
A steel eros*- 
piece is riveted 
to this latter up¬ 
right, serving M 
a rest for the 
radius rods. 



FIG T9 C 



CHART NO. 343—Devices for Raising Car and Engine. Other Useful Hints. 












































































































798 


PORI) SUPPLEMENT. 



Fig. 80—The Kingston model 
“Y,” see page 160 for a sec¬ 
tional view. 


CAKBUfRJS’lj^ 



Carburetors. 
Two types of 
carburetors are 
f urn i s b e d on 
Ford cars:— 
the Holley, 
made by Hol¬ 
ley Bros. Co., 
Detroit, Mich., 
and the Kings¬ 
ton, made by 
Byrne, Kings¬ 
ton & Co., Ko- 
k o m o , Ind. 
There is very 
little difference 
in the adjust¬ 
ing of these two carburetors, but there is con¬ 
siderable difference in their repair, so they are 
here considered separately. 

Dash Adjustment. 

Both Holley and Kingston carburetors are 
of the automatic type, having but one adjust¬ 
ment,—the carburetor ad¬ 
justment knobt is on the 
dash (fig. 81). Turning 

this knob to the right,—or 
in a clockwise direction— 
tends to give a weaker 
mixture and save gasoline. 
But, turning this knob to 
the left, opens the spray 
nozzle and gives a richer 

mixture, which makes start¬ 
ing easier. In fig. 81, the 
different positions are shown 
at A, B and C. 

Needle-valve Adjustment. 

After the new car has been 
thoroughly worked in, a file 
mark or notch should be 
made on the face of this knob, so that the 
driver can determine the setting, even in the 
dark. (A) indicates the position at which the 
engine runs most satisfactorily. In cold 
weather, it will probably be necessary to turn 
the knob at least a quarter turn to the left, 
as at (B)—especially when starting. 

As gasoline vaporizes more readily in warm 
weather, the driver will find it economical to 
reduce the quantity of gasoline in the mix¬ 
ture by turning the carburetor adjustment 
to the right (as far as possible without re¬ 
ducing speed) as indicated at (C). This is 
particularly true when taking long drives 
where conditions permit a fair rate of speed 
being maintained, and accounts for the ex¬ 
cellent gasoline mileage obtained by good 
drivers. 

Carburetor Adjustment. 

The usual method of regulating the carbure¬ 
tor is to start the engine, advancing the throt¬ 
tle lever to about the sixth notch, with the 
spark retarded to about the fourth notch. The 
flow of gasoline should now be cut off by 
screwing the needle valve down (to the right) 
until the engine begins to misfire; then grad¬ 
ually increase the gasoline feed by opening 
the needle valve until the engine picks up and 
reaches its highest speed—and until no trace 
of black smoke comes from the exhaust. 
Having deter mined th e point where the en¬ 


Flg. 81—Carbure¬ 
tor dash adjust¬ 
ment. A—is the 
position for cor¬ 
rect mixture; B— 
for rich mixture; 
O—lean mixture. 
Adjustments i n 
this direction 
saves gasoline. 


gine runs at its maximum speed, the needle 
valve binding screw should be tightened to 
prevent the adjustment being disturbed. For 
average running a lean mixture will give bet¬ 
ter results than a rich one. 

♦Starting the Engine in Cold Weather. 

The usual method of starting the engine 
when cold is to turn the carburetor dash ad¬ 
justment one-quarter turn to the left in order 
to allow a richer mixture of gasoline to be 
drawn into the cylinders; then hold out the 
priming rod, which projects through the ra¬ 
diator, while you turn crank from six to eight 
one-quarter turns in quick succession. 

Another method of starting a troublesome 
cold engine is as follows: Before you throw 
on the magneto switch, (1) close throt¬ 
tle;** (2) hold out priming rod while you 
give crank several quick turns, then let go 
of priming rod (being careful that it goes 
back all the way); (3) place spark lever in 
about third notch and advance throttle lever 
several notches; (4) throw on switch (being 
sure to get it on side marked “Magneto”); 
(5) give crank one or two turns, and engine 
should start. After engine starts it is advis¬ 
able to advance the spark eight or ten notches 
on the quadrant and let it run until thorough¬ 
ly heated up. If you start out with a cold 
engine you will not have much power and are 
liable to “stall .” The advantage of turning 
on the switch last, or after priming, is that 
when you throw on the switch and give the 
crank one-quarter turn, you have plenty of 
gas in the cylinders to keep the engine run¬ 
ning, thereby eliminating the trouble of the 
engine starting and stopping. After engine is 
warmed up turn carburetor adjustment back 
one-quarter turn. 

To Facilitate Easy Starting. 

Some drivers make a practice of speeding up the 
engine by opening the throttle, just before stopping 
(by turning off the coil switch). This leaves the 
cylinders fully charged with gas. See bottom of 
page 153, left column. 

Pulling out the priming ring, and thus causing a 
very rich mixture to be drawn into the cylinders, 
is another method of stopping the engine that will 
make it easier to start in cold weather. If tried in 
warm weather, it is apt to leave such a rich mixture 
in the cylinders that the engine will be hard to 
start within the next hour or two. Explanation of 
“Rich and Lean Mixtures” is given on pages 168 
and 169. (Also, see page 489, on starting engine 
with the switch open.) 

Kingston carburetor is shown in sectional view on 
page 160. This shows how the gasoline enters the 
carburetor, is vaporized in a current of air, and 
then passes through the inlet manifold to the engine 
in the form of an explosive mixture, which gives 
the power. 

The hot air pipe, from the air intake of the car¬ 
buretor to the exhaust manifold, is useful in sum¬ 
mer as well as winter with poor gasoline (see page 
155). 

Float Level Adjustment of Kingston. 

Model Y Kingston, used on 1913-14 Ford cars. 
Float should be set to show a clearance of %2 inch 
from top of the float to the top or face of the cup 
casting, (model L, 1915 and early 1916, same.) 

Model L-2 (1916-1918) : The action and the float 
setting of this carburetor is entirely different from 
that of the other two models. The float is hinged 
directly to the body, instead of in the cup, as in 
models Y and L. To test the level of the float, 
turn the body upside down and when properly set, 
it should show a clearance of %6 inch from the 
machined surface on the top casting to the top of 
the float, at a point directly opposite the point 
where the float is fastened to the body of the car¬ 
buretor. (see chart 345 for level of float of Holley). 


CHART NO. .344—Carburetor Adjustments—Kingston. The same needle valve or dash adjustment 

applies to Holley also. lit is now a bent wire rod. *See also pages 170, 489, 153, 161 and 155 

♦♦Throttle is never entirely closed, (see “throttle adjusting screw A,” chart 345). 
































CARBURETION. 


799 


tf^SOiWf A Ojcjsthent 

A/C EDL £ VAt u£. 


-PRIMtA ROD TO 


THPOTTlE LEVER 



A IR /NTR, 
CLOSED 

TO START 
C>U H/N6- 
COLO 
WSATMEA 


gasol/ne level - 


S tra NGl Il\ia TUBE 
causes fuel to 

A TOM iz £' 


tmis slowsrte p 

'PL/NG TU3E "AV ENOS 
JUST OUT SIPE OP 
THROTTLE DISC. 

SLOW SPEED TUBE, 

I OLE RUNNING AND START- 
IN Or. 

ALL OF FUEL AND HOST 
OF AIR RASS TNROUGH IT. 

ON HI OH SPEED, 

THE FUEL AND AIR 'S 
TAKEN THROUGH THE 

strangling rueeour 

To THROTTLE. 


ora IN 



CASOLINE AOJUST./IBNT 
NEEDLE VALVE 

THROTTLE LEVER 

THROTTLE RDJ SCREHflA) 

PE MOVABLE iriLET MEEOLE 
SEAT CARRE GROUND. 

’ Qy>\-(iASOLINE tNLET 
■ FLOAT NEEDLE VALVE. 


-H/rvCtE 

FLOAT. 

'FLOAT CHAMBER 



CORRECT LEVEL 


HoUey Model “G” 
Carburetor. 

From the float chamber the 
gasoline passes through the 
ports (E) to the nozzle orifice 
in which is located the point¬ 
ed end of the needle (F). 

A drain valve is pro¬ 
vided for the purpose of 
drawing off whatever sedi¬ 
ment or water may accumu¬ 
late in the float chamber. 

The float level is so set 
that the gasoline rises past 
the needle valve (F) and suf¬ 
ficiently fills the cup (G) to 
submerge the lower end of 
the small copper tube (H). 
Drilled passages in the cast¬ 
ing communicate the upper 
end of this tube with an out¬ 
let at the edge of the throttls 
disk. (see 2.) 

The tube and passage give 
the starting and idling. 

The strangling tube (1) 
gives the entering air stream 
an annular converging form, 
in which the lowest pressure 
and highest velocity occur 
immediately above the cup 
(G) ; thus it is seen that the 
, . . . fuel issuing past the needle 

valve (F) is immediately picked up by the main 
air stream at the point of the latter’s highest 
velocity. Termed the venturi principle. 

This gives thorough atomization of the fuel and 
results in very economical and powerful per¬ 
formance. The lever (L) operates the throttle. 

For facilitating starting in extremely cold weather. 
A disk attached to lever S, with spring return, ii 
connected to a priming rod. By closing this, ’ an 
excess of gasoline is drawn into cylinders. 

Holley Carburetor Needle Valve Troubles 
and Remedies. 

Carburetors may leak from following causes: 

f 

(1) Sediment in fuel lodging on the needle 
valve seat, preventing needle from closing. 

(2) Inlet needle or seat damaged or worn. 

(3) Fuel level too high, flooding the nozzle. 

These troubles may be overcome as follows: 

(1) Thoroughly clean the fuel tank, pipe and 
carburetor, removing all sediment. After 
cleaning fuel system filter fuel through a 
clean piece of chamois. 

(2) Damaged float inlet needle: Inlet needle 
and seat should be replaced if a ridge ia 
worn on the tapered point, or if seat is 
scored; but in no case should a needle be 
replaced without a new seat, or vise versa. 

To remove detachable seat, unscrew float 
chamber nut at bottom of carburetor, take 
off float chamber containing float and lever 
and inlet needle, then insert socket wrench 
as shown in fig. 1. 

When installing new seat do not turn it up 
too tight, as this may leave a burr inside 
which will interfere with the movement of 
the needle. After installing the seat and 
new needle see that the latter works freely 
before attaching the float. 


Adjusting of Fuel or Float Level. 

Attach carburetor to manifold and then take off mixing chamber cap by taking out screws. This will 
enable you to see the nozzle and fuel level. Connect the fuel line to the carburetor; turn on fuel; note 
where level comes. The level should be as shown in fig. 4. 

Level too high, flooding the nozzle: Remove the float chamber and pry up the lever, as shown on fig. 2, 
until the level is correct. The gasoline level should be from Vic" to lower than the top of the 
nozzle—fig. 4. 

Fuel level too low: Should the level be lower than shown in fig. 4, bend the tab on float lever (that the 
needle rides on), down toward the float, as shown on fig. 3. It is best to detach float and lever for 
this operation, by drawing out float lever pin. The distance from machined flange on the mixing 
chamber, to the top of float lever should be about % " when float valve is closed. 

Caution: It requires a bend of only V&2 of an inch on the float lever in order to change the gasoline 
level % of an inch. When setting float, try to keep it at an angle, that is, the part opposite the float 
lever—so the pressure of the gasoline will assure a tight fit. 


CHART NO. 345—Holley Carburetor also Used by the Ford Co. 

The Holley Co. (Detroit), also manufacture a Ford carburetor suitable for kerosene. See also page 160. 

















































































































800 


FORD SUPPLEMENT. 








The Scliebler Plain Tube Carburetor With Pitot Tube Principle. 


This model is known as the “model Ford A” 
and differs from the average carburetor. It is a 
similar principle as shown on pages 176 and 177. 
Such moving parts as dash pots, metering pins 
for increasing the flow of gasoline has been elimin¬ 
ated—yet a rich mixture for acceleration can be 
obtained quickly. 


Explanation of a Pitot Tube. 

A Pitot tube is a very old instrument for 
measuring velocities of flowing streams of water. 
Invented by Henri Pitot in 1730. It consisted of 

a vertical glass tube with a 
right angled bend as shown 


A.j 

1 suRFxce 

OFSTfrEAH 


mM 

fTfftcYicTR) drfi.o'fT' -" 


The impact of the flowing 


tube (E) caused a column to 
rise above the surface of the 
stream as at (A), and by this small difference in 
height, the velocity of the stream was calculated. 
A similar principle, but to provide air is em¬ 
bodied in the carburetor to be explained. 


In operation the high suction above the throttle 
(T) breaks the surface tension in the main noz¬ 
zle and causes fuel to flow through the exten¬ 
sion (K) with some air which is drawn in through 
the main nozzle holes (A) at (B by H), the flow 
rate can be made to equal that which would be 
taken out of (A) if surface tension were elim¬ 
inated. As the throttle is opened the increas¬ 
ing suction at the main nozzle cuts down the air 
bleed through the holes (A) and causes more fuel 
to pass through the extension (K) until that suc¬ 
tion caused by the flow of air at main nozzle (A) 
equals the decreasing static suction above the 
throttle (T). Then fuel comes out of the main 
nozzle holes (A) into the main air stream. This 
also probably causes a slight reversal flow in the 
extension passage. 

This combination produces a correct proportion 
of air and fuel through a very large range if the 
throttle is not thrown wide open from its closed 
position suddenly. When this happens the engine 
would lay down or miss six or seven shots and 
sometimes die completely. 


Schebler Plain Tube Carburetor. 
Adjustments; there are two gasoline adjustments, 
one for low speed 4 to 5 m. p. h. up to the maxi¬ 
mum without “loading” up or missing. 



I—high speed gasoline adjusting needle. 

H—low speed gasoline adj. needle. 

L—choker valve. T—throttle valve. 

K—idle and low speed by pass. 

D—Pitot opening. 

Operation or Action. 

The theory of operation is that gasoline and 
air obey the same laws of flow, therefore, if they 
are started at a common zero, the flow of fuel 
out of a nozzle inserted in and caused by a flow 
of air through a pipe or in a carburetor, a ven¬ 
turi will remain directly proportional. However, 
fuel in the liquid state does not flow until con¬ 
siderable head is produced, due to surface ten¬ 
sion or capillarity. To break this tension, or 
holding, of the fuel in the jet, the high vacuum 
above the throttle is utilized. 

Air flows into and through the choke or ven¬ 
turi tflbe in the direction of the arrow (fig. 2) 
but for idle speeds of the engine the velocity is 
too low to cause suction enough to break the sur¬ 
face tension at the main nozzle (A). An exten¬ 
sion (K) is provided from the main nozzle to 
the space above or engine side of the throttle (T). 


To overcome this trouble an overflow well, or 
reserve chamber (C), is formed around the main 
fuel passage, whose top is integral with the main 
nozzle head and provided with a downstream 
pitot (D). From this head two acceleration 
tubes (E) extend to different depths into the 
overflow well (C) and discharge into the main 
air stream. 

Pitot Supplies Air. 

With the engine idling or running slowly the 
well (C) will fill up by means of the hole (F) in 
the main nozzle passage. 

Upon suddenly throwing the throttle wide open 
the reserve supply of fuel is taken out the accel¬ 
eration tubes (E) as well as from the main jet 
(A). This practically makes a temporarily large 
jet or nozzle until one of the tubes (E), is un¬ 
covered by the lowering of the fuel level in the 
well. Air then is drawn out through this tube 
and acts in opposition to the supply of air from 
the pitot (D). This opposition causes a gradu¬ 
ally increasing suction in the well (0) and uni¬ 
formly decreases the discharge of fuel therefrom 
out of the longer tube (E). This operation Alls 
in the time element necessary for the main jet to 
resume its normal functions of delivering a thin 
mixture. 

The tubes (E) also are made of varying lengths 
to hold a reserve supply of fuel in the well from 
some intermediate speed of, say, 15 m.p.h. 

The pitot function is simply to provide air at 
sufficient pressure to force the fuel from the well 
and be inclosed in the carburetor. It so happens 
that in a stream of air the pressure head due 
to velocity is negative and exactly equal to the 
positive impact head due to the same velocity, 
therefore, the pitot hole, facing down stream, de¬ 
livers air to the well at or very near atmospheric 
pressure. 

All the fuel passes through the main adjustment 
(G), which is located at the float bowl and gov¬ 
erned by screw (I), therefore, controls the whole 
range of the carburetor while still allowing the 
idle or low-speed adjustment to be changed with 
the condition, of the engine or variations in en¬ 
gines of the same design. 


The size of this extension or passage is controlled 
at (B) by screw (H). 

Engine 

Engine fails to start; (1) lack of gasoline—see 
page 798; (2) no spark—see page 808. Addi¬ 

tional reasons may be dirty magneto terminal, vi¬ 
brators not adjusted properly. See pages 234 and 
578 to 581. 


Gasoline float level is 1 in. below top of bowl 
with needle seated. 

Troubles. 

*Engine overheats—see page 579 and 189. En¬ 
gine knocks—see page 790, 635 to 639 and 580. 

Engine misses explosion—see pages 579, 808, 
234 to 236 and 169 to 171. 


Engine loses power; see pages 790, 626, 628 
for poor compression; mixture not correct, see 
pages 169 to 171; valves need grinding; valve 
clearance not correct; engine stops—see page 578. 


Popping in carburetor—lack of gasoline (see 
page 170); black smoke, too much gasoline; blue 
or white smoke, too much lubricating oil; grey 
smoke, excess of both—see page 169. 


CHART NO. 34G—Principle of a Plain Tube Carburetor with Pitot Principle Introduced. 

A gas heated inlet manifold will save gasoline and assist carburetion—see pages 160 and 155. 

•To thaw out a frozen radiator—see pages 788, 579, 193. 













































































AUXILIARY AIR VALVES. 


801 


♦Auxiliary Air Valves. 

The high cost of gasoline and the low cost of air 
has made many owners of cars wish that they could 
burn air instead of gasoline. While this' is, of 
course impossible, it is still quite true that a much 
greater mileage per gallon of gasoline can often 
be obtained by burning the gasoline vapor 
more completely in the presence of additional air. 

Complete combustion occurs when there is suffi¬ 
cient air mixed with the fuel to furnish enough oxy¬ 
gen to combine with all the fuel particles. When 
complete combustion is obtained, no smoke or carbon 
will be formed. Thus the use of auxiliary air 
valves may reduce the amount of carbon deposited 
in the cylinders. 

The mixture of gasoline and air as it comes from 
the carburetor is often full of little drops of almost 
pure gasoline. These drops are simply burned in the 
cylinder, instead of forming an explosive mixture, 
as they would if the mixture were more perfectly 
vaporized. The admission of air into the side of 
the stream of gasoline vapor often serves to form 
whirlpools w r hich churn the gasoline particles into 
a more perfect mixture with the air. 

If your carburetor mixture is perfect then the air 
valve is unnecessary. Unfortunately most carbure¬ 
tor* are far from perfect and the air valve under 
the control of the driver compensates for carburetor 
deficiencies. The air valve, in most instances in¬ 
creases the efficiency of any carburetor, if proper¬ 
ly applied. 

To determine if the auxiliary air valve is required, 
close the throttle and retard the spark until the 
engine runs as slowly as possible. Then adjust 
the carburetor until the engine runs smoothly and 
evenly on the least possible amount of gasoline. 

Now take the car out on the road and, with the 
spark advanced and the car traveling at about twen¬ 
ty or twenty-five m. p. h., attempt to reduce the 
amount of gasoline by turning the carburetor dash 
adjusting knob. 

If the amount of gasoline can be reduced with¬ 
out greatly affecting the power and speed of the 
engine, the fitting of an aux-iliary air valve will be 
advantageous. 

* 

Types of Air Valves. 

The type of air valve fitted should be one that 
supplies additional air at high speeds. But if, on 
the contrary, the engine requires a richer mixture 
at high speeds, when the carburetor is adjusted 
for good running at low speeds, then that type of 
air valve should be fitted that supplies air at low 
speeds, but is drawn closed by the suction at high 
speeds. 

Correct adaption of the air valve to eccentrici¬ 
ties of the particular engine and carburetor are 
necessary to get good results. 

To obtain the best results from the auxiliary air 
valve, it should be easily controlled, preferably from 
the steering column. If it is operated from the 
dash, it will be little better than the carburetor ad¬ 
justing knob which is already provided. In fact, 
the idea of the air valve is to bring the carburetor 
more completely under the control of the driver. 

Fig. 1—Perhaps the simplest form of auxiliary air 
valve is that made by threading a Ford oil cup 
into a hole in the side of the intake manifold. 
A itrip of brass about half an inch 
be soldered to one side of the movable 
part of the oil cup, thus forming a 
lever by means of which the opening 
and closing of the air valve may be 
controlled. A hole may be drilled 
near the end of this lever, and a wire 
connected to the lever, this wire run¬ 
ning through copper tubing or a *Bow- 
den wire arrangement to the steering 
column. The end of the wire may 
end in a loop or be connected to a 
small lever to suit the convenience of the driver. 

*Bowden wire is small, flexible, metallic tubing, 
with a Btrong but flexible wire running through it, 
(see T—page 173, fig. 3.) Can be obtained from 
motorcycle agents, as it is used on the control 
system of many motorcycles. 


wide should 



Fig. 3—Another simple form of air valve, which 
is more nearly airtight when closed, consists of a 
priming valve, screwed into an elbow attached to 
the intake manifold. A hole can be 
drilled through the handle of this 
priming valve for the attachment of 
the wire to the steering column control. 

This air valve has the advantage 
that it can be used for priming in 
cold weather, or for introducing 
water or kerosene for loosening car 
bon deposits. 

F10.3-PRIMING 

VALVE 

In winter, it is preferable to inject warm, rather 
than cold air into the manifold, and for this pur¬ 
pose it is often well to fit a 
soft copper pipe, (which can 
be wrapped around the exhaust 
pipe) to the air valve. 



Fig. 2—An air valve made 
of standard quarter-inch pipe 
fittings and valve is also shown, 
and the end of the intake pipe Fm - lNGS 
is covered with a sheet iron 
sleeve, so that hot air will be drawn from the top 
of the exhaust manifold. 



Another form of air valve: which eliminates the 
use of moving parts, is as follows: One end of a 
copper tube is fastened by means of a brass 
coupling to a hole in the side of the intake 
manifold. The tube is then given four turns 
around the exhaust manifold near the point where 
the exhaust pipe is connected. The copper tubing 
is then led along the dash and up the steering col¬ 
umn, ending in an air valve directly under the 
steering wheel. Of course, this device can be 
used for priming the motor or injecting carbon 
softening solutions. 

When first installed, this device made a whistling 
sound when the air valve was opened, but this 
was overcome by rounding off the edges of the air 
valve, and since then has given entire satisfaction. 

The auxiliary air valve is most useful in hilly 
country, for then conditions vary most widely 
It is possible to use the air valve to 
make the engine act as a brake when coasting 
down hill. The admission of the air tends to cool 
the engine, so that the next hill will be climbed 
more easily. Opening the air valve also breaks 
the suction in the cylinders and keeps the oil from 
being drawn up and fouling the spark plugs when 
the engine is used as a brake on long hills. 


A Primer. 

For extreme cold weather a method of priming 
is shown. Take off inlet pipe and drill hole for 
% inch pipe tap and fit a priming cock. 

To operate, (1)—turn off 
switch, ( 2 )—pour about a ta¬ 
ble spoonful of gasoline into in¬ 
take through this cock. Keep an 
oil can filled for the purpose. 

(3)—close up cock, (4)—crank 
three or four times with switch 
off. 5—now turn on switch, 
open throttle and engine will 
start—see also page 156. 

See also foot note bottom of page 153, (see 
page 735 for "super-heated” steam for carbon re¬ 
moval and page 823). 



♦Gasoline Tank Gauge. 

A good idea for a simple gasoline gauge is to 
get a cheap 18 in. flat rule, marked in inches and 
fractions thereof. Coat it with plumbago by 
applying the domestic stove-polish brush. If you 
insert this rule vertically into the tank, right 
down to the bottom—the car being level—the gaso¬ 
line will leave a mark on it. The quantity can be 
gauged as per marks on the rule as follows: 


1 gal. . . . 


6 gal. . . . 

. . . . 52 % 2 

ins. 

2 gal. . . 


7 gal. . . . 

. . . . 6% 

ins. 

3 gal. . . 


8 gal. . . , 

. . . .7i%8 

ins. 

4 gal. . . 


9 gal. . . 

• . . . 82%o 

ins. 

5 gal. . . 


10 gal. . . 

. . . .10M 

ins. 


*See also page 823. 


CHART NO. 347—Auxiliary Air Valves. Priming Methods. Gasoline Tank Gauge 


Exhaust heated inlet manifolds are recommended—see page 155. A Ford gasoline-kerosene carburetor is illus¬ 
trated on page 160. Air valves above from "Fordowner.” *A recommended type of air valve is shown on 
page 735, fig? 12. 




























































802 


FORD SUPPLEMENT. 


Control of Carburetor Mixture. 

A saving in gasoline: All Ford users are 
acquainted with the peculiarity of the Ford 
carburetor, in which variation of the strength 
of the mixture is obtained by altering the 
size of the jet, the alteration being effected 
by screwing a vertical needle up or down. 
This needle is tapered at its lower end, and 
the tapered portion enters the jet orifice; 
consequently, as the needle is lowered the jet 
is closed; as the needle is lifted, the jet is 
opened and the size of the hole increased. 
This alteration is controlled by the driver 
through the medium of a rod which projects 
through the dash, per chart 344, the top end 
of the rod is fitted with a suitable device, for 
convenience when handling; the lower end is 
forked as per (D), page 160, and the two 
prongs of the fork fit into suitable holes in a 
dise on the top of the needle already men¬ 
tioned. 

If you are a motor-wise driver, you set that 
disc differently for varying conditions, turn¬ 
ing it anti-clockwise for starting, clockwise 
when you have started, and still further 
clockwise when you have been running for, 
■ay 15 minutes. As the cool of the evening 
comes on, you will probably find it advantage¬ 
ous to turn the disc back again a little. In 
other words, you keep the disc as nearly as 
possible for maximum efficiency of the mix¬ 
ture under all conditions. 

*The jet should be opened slightly so that 
■ufficient gasoline is available for fast run¬ 
ning, while at the same time the mixture is 
too rich when running slow. 

On the other hand, as the spark is advanced, 
the jet should be slightly closed and mixture 
weakened. 

The increase of fuel for an increased throt¬ 
tle opening is not much; it is just sufficient 
to allow of the correct proportions of gaso¬ 
line and air being provided when the engine 
is demanding its full supply of gas. It is a 
known fact that a weak mixture can be read¬ 
ily fired by a spark when fully advanced. 
The result is, an economy of fuel. 

The conditions are always varying, and you 
cannot always be bending forward to twiddle 
that disc, and if you could your adjustment 
would not be fine enough, and it means fine 
adjustment to keep the mixture just right. 
If it is not just right, you will be simply wast¬ 
ing gasoline instead of using it economically 
as an ingredient in an efficient explosive 
mixture. 

This device provides an accessible control 
which will enable you to set the disc anew 
whenever conditions indicate the need, and 
to set it to a really fine point of adjustment, 
bo that the mixture will not be in the nature 
of a compromise. 

A method employed (by an experimenter 
who is fond of tinkering), is similar to de¬ 
vices used on some of the other makes of car¬ 


buretors and is nothing more than a hand con¬ 
trol placed on the steering post as per fig. 82. 

A steering column control as per fig. 5, page 

173 is utilized, 
together with 
wire and casing 
(T), explained 
on the same 
page. A small 
lever is riveted 
and soldered to 
the carburetor 
dash control 
adjustment. 

The fitting of the parts should be careful 
and accurate, so that there will not be the 
slightest play or lost motion. 

If this device is used in conjunction with 
the throttle, as explained above, it is claimed 
that a saving of gasoline will be obtained, to¬ 
gether with a cooler and smoother running 
engine. There are suitable graduations for 
different driving conditions, which the driver 
will soon learn, and the mixture can be made 
richer or weaker as required by the road 
driving conditions. Do not trouble, however, 
to experiment with this device unless you 
are a “fine point’’ driver as it will be of lit¬ 
tle assistance unless you study out the prin¬ 
ciple and know when and how to regulate 
the adjustment. 




f STEERING COLUMN 
CONTROL 

SLEEVE FOR WIRE 


CARBUERATOR 
NEEDLE VALVE 
ADJUSTMENT 



THROTTLE 

Fig. 82. 


tMore Miles Per Gallon. 

There are three ways of obtaining* more miles per 
gallon: (1) by increasing the efficiency of the en¬ 
gine; (2) by reducing engine and running gear fric¬ 
tion; (3) and last, but not least, by skillful driving. 

The efficiency of the engine can be increased by 
careful carburetor adjustment, which must be changed 
frequently, if the best possible results are to be ob¬ 
tained. Worn carburetor parts waste gasoline and 
should be replaced. Either an attachment for lead¬ 
ing hot air to the carburetor, or a special manifold, 
which heats the vapor mixture after it leaves the 
carburetor, should be used to ensure complete vap¬ 
orization of the fuel and give higher efficiency. 

Carbon cuts down the efficiency of the engine and 
should be removed occasionally. Poor oil tends to 
form carbon, so good oil should be used, as it also 
causes less friction and wear. 

Loss of compression, due to leaky piston rings or 
leaky valves will cause a steady loss of power, 
which must be compensated for by opening the 
throttle wider, thus wasting gasoline. Scored or 
worn cylinders will have the same effect. And the 
valve tappets should be adjusted, to provide the 
proper clearance as given on pages 94, 85 and 110. 

Idling or running the engine while the car is at 
rest, or racing the engine unnecessarily, tends to 
waste fuel. 

Good ignition is another essential in making the 
most out of the fuel. Driving with a retarded spark 
tends to waste the power of the engine and causes 
overheating also. 

Gasoline leaks from the tank, pipe line, or car¬ 
buretor sometimes waste considerable gasoline and, 
as the fuel evaporates as fast as it drips, this loss 
of fuel is not always quickly noticed. 

The most economical driving speed is about 20 
miles per hour. 


CHART NO. 348—More Miles Per Gallon. Fine Point Carburetor Adjusmtent. 


tSee also page 819. 

•See page 798. 

g«e page 809 for ether and gasoline. 
















FORD IGNITION. 


803 



♦ (ONHInIPaUinOMOM 4UUIR S4CK 

' through frajie" 


S' 

u I 


- LOW TENSION wines 

-“ High tension wires 
- — GROUNDED WIRE 
~ WIRE JUMPS AnOTHfR 


a i insulated end or coils 
/ WHERE - TERM UN AL 


Fig. 86—An exaggerated line drawing 
showing the magneto location. Note coils 
(C) which are stationary and the magnets 
(A) which rotate. When fly wheel revolves, 
the 16 magnets (see fig. 91, chart 351) re¬ 
volve in front of the 16 coils. 



magneto coil assembly 

STATIONARY ARMATURE 


PRIMARY 
CONNECTION 
OF COIL TO 
COMMUTATOR 


and 

used 


horn as 
instead 




B 

WHEN ON '"m'SIOE jdjf 
MAGNETO SUPPLIES 
cur re nt. When on'b 

BATTERY SUPPLIES 
CURRENT. 


GROUND TO 
FRAME OF CAP 
OR ENGINE 


DRY CELL BATTERY POR*CMriC«f 
STORAGE BATTERY 
COULD at USED. 


BLACK WIRE FROM NO I COl L 


ADVANCES. 

CONNECTS WITH LEVER. ON 
STEERING TO ADVANCE 
OR RETARD 


NOTE MITAL CONTACT 
non with roller, 
at OTHER T^MES INSULATED 

ROLLlR GPOUNOfO 

ROLLER S' ITS 
PARTS REVOLVE 


BED WIRE FROM N02 COH--^, 


Gf?EEN Wipe No A Coil^j- 

BJ UE WIRE FfTOM No 3 CO 



Fig. 87—Rear view of coil box and connections to com¬ 
mutator (primary circuit) and connections from coil box 
to spark plugs (secondary circuit). Note the color of 
wires are indicated on the primary circuit. 

Firing order is 1, 2, 4, 3. Arrangement of terminals 1, 2, 
4, 3 on commutator governs the firing order. Engine is 
made to fire 1, 2, 4, 3 instead of 1, 2, 3. 4. (seepage 119.) 


Ignition Circuit. 

Wiring diagram showing path of primary and secondary 
circuits is shown in fig. 85. Although dry cells are shown 
connected, they are not supplied as regular equipment. 
The magneto alone supplies current for ignition, lights 
per fig. 87-A. Storage batteries could be 
of dry cells and connected in place of sams 
on the (B) side of switch (see (B) rear of 
coil box, fig. 87 where to connect one termi¬ 
nal of battery if used.) The other terminal 
is grounded. If storage battery is only 6 volts, 
(which is the usual voltage,) then it could 
be used only for ignition. To use for lights 
ignition and horn it would be necessary to 
either use a 9 volt battery or use 6 volt 
lamps. Ford cars are fitted with 9 volt 
lamps as regular equipment. 

Primary Circuit. 

When switch is on (M) or magneto sidt, 
the current would he supplied by magneto. 
The current travels from magneto terminal 
(T) to switch thence through primary wind¬ 
ing of coil to insulated terminal post (1, 2 , 
3 or 4) on commutator, thence through metal 
part of roller through ground or metal part 
of engine, back to grounded end of magneto 
coil. The commutator makes contact with 
one of the 4 insulated posts or contacts as 
the roller revolves. 


COIL BOX 
l\<X4- GREEN 
NO.'S BLUE 
NO .Z RED 
NQ1 BLACK 
BATTERY TERMINAL' 
MAGNETO TERMINAL- 
LAMP SWITCH 
SwrrCH^TOT^RM IN AL 

MAGNETO TO COlL- 
WIRE 
MAGNETO CONTACT 


COMMUTATOR 
WIRE ASSEMBLY 
5-WAY CABLE 


NO I 
NO 2 
NO 3 
NO 4- 

HORNTO SWITCH WIRE 
HORN TO TERMINAL W«RE 
NQ I SPARK PLUG WIRE 
MO. .. 



LAMP WIRE GROUNDED 
TO RADIATOR SUPPORT 

r LAMP 
CONNECTING 
WIRE 


Secondary Circuit. 

The current is intensified in the secondary 
winding of coil and travels from coil unit 
1, 2, 3 or 4 in which the commutator makes 
contact, to the spark plug (SP.) Note 

heavy lines, indicating high tension current, 
(see pages 226 and 220 for principle.) 

The Coil Box. 

Fig. 88—The coil box contains 4 high 
tension (vibrator type) coil units. The 

units can be removed from the box in cass 

one is damaged. 
Connections to 
coils are in the 
rear as shown in 
figs. 87 and 87-A. 


87-A. 


COMMUTATOR 
no.i Slack 
MO 2 RED 
MO 3 euue 
NO 4-GREEN 
ELECTRIC 
^HEADLIGHT 


Fig. 87-A—The wiring of the earlier Ford is 
similar to above diagrams except this diagram 
shows the lighting and horn connections. The 
horn switch or button is on the steering post. 




Coil unit: 
Note contacts 
on side. 


CHART NO. 349—Ford Electric System and Wiring Diagrams. 

Ignition timing of the Ford—see page 316. See page 864-A for Electric System of Ford enclosed cars. 
















































































































































804 


FORD SUPPLEMENT. 


Size of Wires. 

The wires running from the secondary or 
high tension connections of the coils to the 
spark plugs are called secondary cable wires. 
Cable to No. 1 plug is 15 inches long. No. 2 
cable is 11*6 inches long. No. 4 cable is 8 
inches long. No. 3 cable is 8 inches long. 


**The size of wire running to the commuta¬ 
tor, is No. 18 B and S gauge (stranded wire, 
see page 24 0)-. 

If the latter wires are run in non-metallic 
conduit or circular loom (see page 241) the 
liability of short circuits and oil soaked wires 
will be greatly lessened. There are now 5 
wires; one for light. 

All wires ought to have terminals soldered 
on to the ends and all connections made as 
explained on page 240 and 4 27. 

Dry Cells for Starting. 

(B) side of switch can be used for batteries 
(dry or storage) for starting and after start¬ 
ing the switch is placed on (M) or magneto 
side (see fig. 85.) The Ford Co. claim how¬ 
ever, the magneto gives current at a very 
low speed and batteries are not necessary. 
(If dry cells are used, use 5 or 6.) 

Storage Battery for Ignition 
and Lights. 

Can be connected in place of dry cells as 
shown in fig. 85. (also see chart 358.) 

In connecting a storage battery the bat¬ 
tery terminal should never be connected to 
the magneto terminal post on dash, as this 
will demagnetize the magnets. 

To Set the Time of Spark. 

See page 316. Note the No. 1 piston is 
placed % inch down after top of compres¬ 
sion stroke, and roller on commutator is just 
starting to make contact with No. 1 cylinder. 
The commutator housing is retarded. 

^Commutator Troubles. 

If misfiring occurs when running at high 
speed, inspect the commutator. The surface 
of the circle around which roller travels 
should be clean and smooth, so that the roller 
makes a perfect contact at all points. If the 
roller fails to make a good contact on any 
one of the four contact points, its correspond¬ 
ing cylinder will not fire. In case the fibre, 
contact points and roller of the commutator 
are badly worn, the most satisfactory remedy 
is to replace them with new parts, or proba¬ 
bly the trouble is caused by short-circuited 
commutator wires. The spring should be 
strong enough to make a firm contact between 
the roller and contact points even though 
slightly worn or dirty, (see fig. 13, page 241.) 

Other causes of misfiring may also be due 
to an improperly seated valve, or short cir¬ 
cuit in the commutator wiring. 


Weakness in the valves may be easily de¬ 
termined by lifting the starting crank slowly 
the length of the stroke of each cylinder in 
turn, a strong or weak compression in any 
particular valve being easily detected. It 
sometimes happens that the cylinder head 
gasket (.packing) becomes leaky—permitting 
the gas under compression to escape, a con¬ 
dition that can be detected by running a lit¬ 
tle lubricating oil around the edge of the 
gasket and noticing whether bubbles appear 
or not. Another source of leakage is around 
spark plugs. Test same way (see page 233). 

How a short circuit in commutator wiring 
may be detected: Should the insulation of the 
primary wires (running from coil to commu¬ 
tator) become worn to such an extent that 
the copper wire is exposed—the current will 
leak out (i. 'e., short circuit) whenever con¬ 
tact with the engine pan or other metal parts 
is made. A steady buzzing of one of the 
coil units will indicate a ‘ 1 short’ ’ in the 
wiring. When driving the car the engine 
will suddenly lag and pound on account of 
the premature explosion. Be careful not to 
crank the engine downward against compres¬ 
sion when the car is in this condition, as the 
“short” is apt to cause a kick-back. 

Parts of commutator which are most apt to 
get out of order are; the roller, the spring, 
or the fiber lining and contacts in the com¬ 
mutator shell, (see fig. 89, chart 349). 

Cold weather effect on commutator: It is & 
well known fact that in cold weather even the best 
grades of lubricating oil are apt to congeal to 
some extent. If this occurs in the commutator it is 
very apt to prevent the roller from making per¬ 
fect contact -with the contact points imbedded in 
the fibre. This makes difficult starting, as the 
roller arm spring is not stiff enough to bruBh 
away the film of oil. To overcome this, as well 
as any liability of the contact points to rust, we 
recommend a mixture of 25% kerosene with the 
commutator lubricating oil, which will thin 
it sufficiently to prevent congealing, or freezing, 
as it is commonly called. You have probably no¬ 
ticed in starting your car in cold weather that 
perhaps only one or two cylinders will fire for the 
first minute or so, which indicates that the timer 
is in the condition described above and as a con¬ 
sequence a perfect contact is not being made on 
each of the four terminals. 

Removing Commutator. 

Remove cotter pin from spark rod and de¬ 
tach latter from commutator. Loosen the 
cap screw which goes through breather pipe 
on top of time gear cover. This will release 
the spring which holds the commutator case 
in place and this part can be removed. Un¬ 
screw lock nut; withdraw steel brush cap and 
drive out the retaining pin. The brush can 
then be removed from the cam shaft. 

In replacing the brush: reinstate so that the ex¬ 
haust valve on the first cylinder is closed when 
the brush points upward. This may be ascertained 
by removing valve door and observing operation of 
No. 1 valve. 

The commutator is to set 2 " from the center of 

the commutator case spring cap screw to the center 
of the commutator case pull rod when the spark 
lever is fully retarded (up as far as it will go). 
The case should be set by the spark lever on the 
steering column to take up any lost motion. The 
adjustment is made by turning the rod in or out of 
the ball socket joint. If this adjustment is inade¬ 
quate, bend the pull rod. 



CHART NO. 350—Commutator Troubles. Size and Colors of Wire. Dry Cells and Storage Battery 
Connections. Setting the Time of Spark 

*See fig. 89, page 805 for commutator construction. **See page 803 color of wir^a. 




















FORD MAGNETO. 


805 


The Commutator 

o 8 to the type explained on pages 225 

»nd 222 fig. 2. It is placed on the end of the 
cam shaft, that is, the roller mechanism is attached 
to end of cam shaft and revolves with it, there- 

A# rod Commutator 

Connection --- fC\\ ^soring. h 


Aluminium 

casing 


Commutator 
roller. 


Contact 



Cam 
shah 
'ocA r 


Fibre nipple. 
Loch nut 
Thumb nut 


nuL 


Commutator 
roller arm. 

Fibre bed 


Fibre 


Fig. 89. The commutator. 

fore the roller revolves % the speed or revolutions 
of the crank shaft. The roller makes contact with 
the Insulated contact points of which there are 4 
and which do not revolve. When roller comes in 
contact with one of the 4 insulated contact points, 
the coil unit connected with it becomes operative. 
As roller leaves contact, coil becomes inoperative. 

To advance or retard time of spark, the housing 
is connected at ”p,ull rod connection” with spark 
lever on steering wheel. See fig. 87 and note posi¬ 
tion to move to advance or retard. See page 222. 

The Magneto 

Supplies current for ignition, lights and horn 

as per fig. 87A. It 

■co"- 


is different from the 
usual type magneto. 


TERMINfM.fr) 


STATIONARY 

ARMATURE* 


MAGNETS OR. 
.ROTATING 
‘’•-.FIELD 
••.ON FLV 
VMHEfl 



ONE 
the coils 


OF 


Fig. 91. Note the 16 mag¬ 
nets which revolve directly 
in front of the coils, also 
see page 265. 


r^QNETO 

termini'¬ 


ll rmimal 
tfLOCk 



Fig. 90. The armature 
which is stationary. 


Magnets: instead 

of the horse shoe 
magnets being placed 
over the pole pieces 
and armature revolv¬ 
ing therein note the 
position of magnets 
and coils in fig. 91. 
The magnets are 
called the rotating 
field. 

The armature in 

this instance is sta¬ 
tionary and consists 
of 16 coils* of thin 
copper tape wrapped 
over soft iron cores. 

The consecutive 
coils are wound in 
opposite directions 
and are connected 
in series (see fig. 
90.) The first coil 
terminal (to the left) 
in fig. 90, is con¬ 
nected to mag- 
n e t o terminal. 
The end of the 
16th coil is 
grounded to iron 
frame which sup¬ 
ports them. 

The current 
generated is low 
tension, alternat¬ 
ing, as explained 
on page 265. 
This low tension 
current is trans¬ 
formed to a high 
tension current 
through coils, 
fig. 88. 

♦♦Voltage var¬ 
ies from 8 volts, 


lowest speed, to 25 or 30 volts at highest speed. 
Normal being about 18 to 20 volts at average speed. 


Fig. 1 f-s ; > 

91 A. 



Fig. 92 


fFig. 91A. The magnet 
poles of magneto are placed 
with like poles together 
and are mounted on fly¬ 
wheel. To test: S pole of 
magnet will attract N pole 
of compass needle and N 
pole of magnet will attract 
S pole of compass needle. 



Dirt on the mag¬ 
neto terminal con¬ 
tact will cause dim 
lights and misfir¬ 
ing. It can be re¬ 
moved and cleaned. 


BAT. 


**Cause of Weak Magnets. 

(1) Dirty contact as per fig. 92. 

(2) End play in bearings, caused by worn crank 
shaft bearing will permit magnets to rotate at 
too far a distance and current will be weak. 

(3) A grounded magneto coil will weaken current. 

^Testing for Grounds. 

In magneto coils; connect 5 or 6 dry cells to a 
6 volt lamp (fig. 93). Attach one end of terminal 

from lamp to 
magneto terminal. 
(T). Then uu- 
solder the 
grounded end of 
winding at coil 
0-2. With other 
wire from bat¬ 
tery touch the 
iron frame (T) ; 
if the lamp 
lights, then some¬ 
where there is a 
ground of one of 
the spools in con- 
t tact with the 
^ frame. 

The next step 
will be to find 
out in what par¬ 
ticular portion of 
the winding, the 
ground exists. 

Attach the test 
wire (W) to metal 
part. This can 
be easily done by inserting the end, under nut (Y) 
or temporarily making a soldered joint at the point 
where permanent ground was formerly attached, 

if there is a ground, lamp will then light. 

Loosen the coils one at a time and shake vigor¬ 
ously, or move up and down, this will cause the 
light to flicker—or go out and on when you reach 
the coil or section where the ground is located. 

The ground can sometimes be removed by clean¬ 
ing out dirt and metallic particles and revarnish 

with a special oil-proof varnish which can be ob¬ 
tained of Ford agents. Common shellac will not do. 

Note—Illustration shows coil plate reversed. 
Bolt holes and recess for cam shaft should be on 
top as shown in fig. 85, page 803. 

♦Dead Points. 

On the older model Fords which did not have 
the % inch magnets, there were certain dead points 
where, if spark lever was placed in certain notches 
in quadrant, the engine would not respond with in¬ 
creased speed. On the late magnetos as the mag¬ 
nets pass from one end to the other as it revolves 
there is no dead point—see below and page 265. 



CHART NO. 351—The Ford Magneto. Testing Magneto Coils. 

♦Note; while illustrations show magneto coils as being round, they are now made oblong, with oval pole pieces, 
so that as soon as the magnets pass away from one pole, they begin to influence the next—thus there are no 
‘‘dead points.” **Varies according to distance between magnets and coil cores and strength of magnets, see 
page 864-J. fSee page 303, how to test polarity of a magnet. Before assembling, test magnets and chalk- 
mark N poles. After assembling, test correctness, by passing compass around fly wheel, close to outside 
of magnets—the needle should reverse as each pair of poles is passed. If placed wrong, needle will turn 
cross-wise and tremble. fSee pages 864-J, 806. **See also, page 823. 




















































806 


FORD SUPPLEMENT. 


•{-Indications of Weak Magnets. 

(1)—Dim lights. (2)—Frequent backfires, 
or explosions in the muffler when running— 
possibly blowing the muffler up. 

The magneto is often blamed for trouble 
that lies elsewhere in the electrical system. 
A weak current will often be caused by dirt 
or waste collecting beneath the terminal con¬ 
tact spring on the crankcase cover. To clean; 
remove the three screws holding the binding 
post, remove the post and spring, and clean 
as per fig. 92, chart 351. 

Check up the wiring for short circuits or 
grounds. 

To reach the magnets it is necessary to re¬ 
move the engine from the car. The common 
method of doing this is to remove radiator, 
dash and steering gear and lifting the engine 
out complete. By the method herein outlined 
the base of the engine is left in the chassis 
and the dash and steering gear are left undis¬ 
turbed. Two experienced men can readily re¬ 
move an engine and place it on the bench in 
30 min. by this method. 

*To Remove Engine. 

1- Drain radiator. 

2- Remove four bolts at universal joint. 

8 -Remove rear spring shackles and pull rear axle 

back. (The rear of the car must first be blocked 
up.) 

4-Disconnect radiator stay rod. 

6 —Remove the two bolts holding the radiator to 
the frame and remove the radiator. 

6 — Unsnap cammutator and place it to one side. 

7— Remove spark plug wires. 

8 — Shut off the gasoline and remove the feed line 
from the carburetor. 

9— Disconnect the exhaast manifold from the ex¬ 
haust pipe and remove both intake and exhaust 
manifolds from the engine. 

10 — Remove fanshaft bracket and timing gear case. 

11— Remove the two bolts holding the pans to each 
side of the base and knock the pans down out 
of the way. 

12— Remove the base bolts. 

13— Remove the transmission case after loosening 
the reverse, lew and brake transmission bands. 

14— Lift the engine from the frame and place 
it on the bench. The lifting may be done with 
a hoist. It is quicker and easier, however, if 
three men take a hold of it and lift it out by hand. 
One should straddle the engine at the rear and 
the other two should be at each side at the front. 

Tearing Down the Engine and Testing.t 

1- Clamp the engine on the bench. 

2- Test the magnets on the flywheel, as shown in 

fig. 2 . The block of 
steel should just hang 
by a corner. The 
weight of this test 
block happens to be 
the same as that of 
the Ford camshaft 
gear. Failure to hold 
indicates weak mag¬ 
nets. 

3— Remove the bolts hold¬ 
ing the flywheel and 
transmission to the 
crankshaft. 

4— Remove the flywheel, 
magnet and transmis¬ 
sion unit, placing it 
face down on the 
bench. 

6 —If trouble is suspected 
in the magneto coils, 
these may be tested, 
as shown in fig. 3. 



Fig. 2. 


The two test points are connected to a 110-volt 
alternating current line, per fig. 33. The main 
ground of the coils is disconnected and each coil 
tested for shorts, grounds or open circuit. (see 
also fig. 93, chart 351.) 


6 - Chisel the heads 
from the ends of 
the brass magnet 
retainng screws 
at the rear of the 
flywheel; when re¬ 
assembling use new 
screws. 

7- Turn the fly wheel 
transmission as¬ 
sembly over and 
set it upright in a 
square box placed 
on the bench. 

8 - Remove the wires 
holding the central 
magnet - retaining 
bolts. 

9- Using a bit brace 
screw - driver, un¬ 
screw the outside 




10 —Using a bit brace socket wrench unscrew the 
central retaining bolts. Clean all parts. 

Fig. 33 shows a testing outfit using four 32 c. p. 

carbon lamps. 

Building Up the Magnets. 

1 — Place the new magnets on the,flywheel in the same 
order that they were in the box that they were 
shipped from the factory—that is, so that the 
legs that do not attract each other are together. 
This means that like poles, or N&N and S&S poles 
are placed together, (see fig. 91-A, page 805.) 

2 — Catch all the central re¬ 
taining bolts in place, 
but do not tighten. 

3— Slip the outside spools 
under the magnet ends. 

4— Drop the magnet clamps 
onto the magnet ends 
and catch the brass 
screws into their threads. 

5— Using a brace screw¬ 
driver, bring all of the screws down snug. 

6 — Pinch the ends of the magnets in with a pair of 
pliers until the sides of the magnets rest againit 
the spacer on the damps. 

7— Tighten the outside brass screws. 

8 — Tighten the central retaining bolts. 

9— Using (stovepipe or brass) wire, lock the central 
bolts in position. The wire should be inserted 
as shown in fig. 5, (when holes are about in posi 
tion shown) as this creates a tendency to tighten 
instead of loosen the bolts. 

10 — Knock the four corners of each magnet clamp 
down over the magnets, so that they cannot in 
terfere with the coils later. 

11 — Turn the assembly over and head the brass 
screw at the rear of the flywheel. Before assem¬ 
bly, the engine should be inspected for loose or 
worn bearings and if any are found they should 
be cleaned and adjusted. 



fAssembling the Magneto. 

1-Replace the flywheel-transmission assembly onto 
the crankshaft flange and secure it with two 



Fig. <— Cranking the engine with the tranemlcelon In place 


CHART NO. 352—Testing and Fitting Magnets. Testing Weak Magneto Coils—Ford Magnets. 
Removing and Disassembling Engine. *See also, page 783. tSee also, page 864-J. (Motor World.) 








































FORD MAGNETO. 


807 


—continued from chart 352. 

opposite flange bolts. Draw these bolts up snug. 

2- Using the crank, as shown in fig. 4, turn the 
flywheel and note whether the magnets inter¬ 
fere with the coils. The magnets are set V^ 2 W 
from coils.| 

3— Replace the two other flange bolts. 

Tighten all the flange bolts. A short piece of 
round stock, wedged through one of the holes in 
the coil flange and caught behind the magnets, 
holds the crank so that the bolts may be drawn 
tight. 

5— Again using the crank as shown in fig. 4, crank 
the engine quite fast. While cranking, short 
circuit the magneto contact point with the cyl¬ 
inder using a screwdriver. A fat blue spark 
shows the magneto to be O. K. 

6— A putty knife may be used as a gage for testing 
this distance. It may be found necessary to 
shim up the coil-supporting flange. 

7— Place the locking wires in the crankshaft flange 
bolts as explained on page 806. 

Replacing the Engine. 

Before replacing the engine in the base, the 
base should be thoroughly cleaned. The rivets 
holding the supports to the base should be tested 
to see that they are tight. All bolts should be 
inspected. 

1— Place the standard Ford felt packing on each 
side of the engine base, setting it in heavy oil. 

2— Lift the engine up and set it in place. Be 

careful not to slide it around any more than 
necessary. Three men can do this easily. 

3— Line up the holes in the base with a small drift. 

4— Replace the front gear cover. 

5— Drive all the base bolts through their holes, from 
the bottom up, and catch the nuts onto the 
threads. Two men, one with a speed wrench on 
the nuts and the other holding the bolts, can 
quickly fasten the engine to the base. 

6— Slide the transmission bands in place. 

7— Bring the lugs all together at the top and wire 
them together tightly with a single strand of 
stovepipe wire, or use a clamp similar to that 
shown in fig. 16, chart 324. 

8— Place short lengths of felt gasket at A, B and 0, 
as shown in fig. 6. P'ace %-inch asbestos wick- 
ing and grease in the corners at D and E. 

9— Then place the standard Ford felt transmission 
gasket in place. The double thickness felt and 
the asbestos wicking stop up the points that tend 
to leak. 


10— Slide the transmission housing in place. Using 
a screwdriver, pry the bands into place. 

11— Knock the housing down flash and tighten the 
two rear retaining bolts. 

12— Using a thin socket, or check nut wrench, tigh¬ 
ten the transmission bands. 



Fig. 6—Method of packing all joints 
to prevent leakage of oil. 

13- Replace the balance of the housing bolts and 
bring them up snug. 

14— Slide the rear axle and drive shaft back into 
place and secure it there. 

15- Assemble the engine fittings, such as fan, com¬ 
mutator, wiring and manifolds. 

16— Replace the radiator assembly hood and floor 
boards. 

Later Magnets % Inch. 

To install 3 / 4 inch magnets of the latest type 
so electric lights can be used; as the crankcase 
and the transmission cover are similar, the 
necessary parts include No. 3250-D magneto coil 
assembly, one set of % inch magnets, sixteen 
magnet clamps No. 3277, and sixteen magnet 
clamp screws. (Former magnets were % inch.) 


*Remagnetizing Ford Magnets. 


The usual and proper method to remedy weak 
magnets is to replace them with new ones. The 
Ford Co., do not advise everyone to attempt this 
work. This however necessitates taking down en¬ 
gine and then reassembling. This makes a costly 
job and is a big job. Therefore different methods 
will be given to recharge magnets without removing 
from car. 

Charging with storage batteries: Five or six, 
6-volt storage batteries should be about right. 
Refer to fig. 7. 

To prepare the mag¬ 
neto for recharging, first 
disconnect the wire (A) 
which goes from the 
magneto terminal on the 
transmision cover to the 
coil on the dash. 

Next remove the trans¬ 
mission cover (B) so 
you can look at the 
magneto. Locate the 
brass studs on the rim 
of the flywheel which 
holds the magnets in 
place, and have some 
one turn over the engine 
very slowly until one of 
these brass studs is in 
line with an imaginary 
line drawn about 1 in. 
or so from the magneto terminal, to the left of the 
latter and paralleling the frame. Another way is 



to place an ordinary small compass on the trans¬ 
mission cover about 1 in. from and to the left of the 
magneto terminal, at the same time turning the en¬ 
gine slowly until the needle of the instrument is 
parallel with the engine. 

The north pole end of the needle should point to¬ 
wards the engine when in this position. 

Connections; Connect a wire from positive ( + ) 
terminal of the battery to the magneto terminal on 
engine, as shown at (C). 

Next connect a wire from the negative terminal 
on battery, and make and break the circuit by 
striking the free end of the wire on some metal part 
of the engine. 

Permanent connection should not be made, but 
only thirty or so momentary contacts, which, it is 
said, will reacharge the magnets much more sat¬ 
isfactorily than if permanent contact is made. 
(Motor Age.) 

*Other sources of electric supply for charging the 
magnets are shown below and on next page. 

Dry cells can be used If necessary. Use 48 con¬ 
nected in series- 

WkGMETO 


multiple as 
shown in fig. 4. 
Connect positive 
( + ), or carbon 
poles with termi¬ 
nal. 


TJFRMIN 



0<^OGG(KiKKBK^GK30©0 , 

4« ofev CEU.S IN SERIES MULTIPLE 

FIG 4 

—continued on next page. 


CHART NO. 353—Ford Magneto Testing—continued. Remagnetizing Magnets. Replacing the Engine 

*A magnet remagnetizer for Ford magnets is advertised in the back of this book. See also, pages 819, 864-J. 
tSee also, page 864-J. 








































808 


FORD SUPPLEMENT. 


—continued from chart 353. 


Resistance wire can he used: Use 13 ft. nich- 
rome No. 16 wire or 8 ft. of No. 18. If German 
silver, use 35 ft. No. 16 or 22 ft. No. 18—in series 
as shown in fig. 6. 


n/VONFIO TERM IN M. 


tiovocr q.c. 

// 3 0KM *CSlST*NCt COIL 



Fig.«. 

110 volt direct current can be used: To use, it 
will be necessary to use a resistance lamp bank, 


Ignition 


We have dealt with magneto troubles. We 
will now take up the coils and spark plugs. 

Although this matter has been fully treated 
on page 236 and under heading “Digest of 
Troubles” (see page 678) we will touch on a 
few of the important points here. 


Coil Units. 

The four coil units on the Ford are con¬ 
tained in a metal box with a slanting cover 
(see fig. 88, chart 349) which enables them to 
be taken out of the box, without removing it 
from the dash. Some of the 1914 and 1916 
metal coil boxes had straight covers, but when 
this type are used on a cowl dash, (1916 or 
1917 body,) the units cannot be taken out, 
without taking the box off the dash. 

Tlie earlier wood box coils, were much in¬ 
ferior to the present type, and the Ford Motor 
Company makes an exchange proposition on 
these wood box coils which should be careful¬ 
ly considered before replacing defective coil 
units in wood box coils or installing new 
points. 

Missing of Explosion. 

Troubles due to the commutator, magneto 
terminal, weak magnets or grounded magneto 
coils, was treated on pages 804 to 806. Other 
causes, are spark plugs and coil vibrators. 


Spark Plug Cause of Missing. 



See page 233. 




Fig.llA dime 
at a ipark plug 
gag*. 


The first and most proba¬ 
ble cause of missing is due 
to the spark plug points 
being set too far apart or 
not far enough—for in¬ 
stance if set too close there 
will be a tendencv to miss 
at slow speed; if set too far 
apart missing will occur fre¬ 
quently. (see pages 233 and 
299.) The spark plug may 
have become fouled from too 
much oil, which is common 
trouble—see pages 235, 237. 

Spark plug on the Ford is a 
V 2 in* pipe thread, long body per 
page 238. 

Gap should be in. and if 
point is bent as shown the oil will 
have a tendency to drip off (see 
pages 233, 236 for testing a spark 
plug. A worn dime makes a good 
gage, as shown in fig. 11. 

Coil Vibrator Points. 

Too close contact between 
adjusting screw and vibrator 

will cause tungsten points to 
pit, which results in sticking 


per fig. 5. Use twenty-eight 32 c. p. carbon fila¬ 
ment lamps. Connect positive pole with magneto 

terminal. Connected 
as shown, gives 27% 
amperes. To find 
positive pole, or pol¬ 
arity of any circuit 
—see page 452. 

(From Automobile Dealer and Repairer.) 



Troubles. 


and frequently burning away the tungsten 
and often putting the coil out of action and 
invariably causes missing. 


This may be remedied 
by cleaning the points 
with fine emery cloth, 
or as explained on page 
234, or by the use of a 
fine jewelers file which 
is made for the purpose. 
But is is advisable to 
be very careful and file 
flat, (see also page 809.) 



To test the vibra 
tors of a coil see 
page 236. 


When “direct” current is used for ignition such 
as a storage battery or “direct” current dynamo, 
the tungsten points on a coil pit up very bad 
much more so than on an alternating current mag¬ 
neto. That is why a magneto interrupter point 
wears longer. Alternating current is much easier on 
tungsten points because the current is being con¬ 
stantly reversed from negative to positive or posi¬ 
tive to negative. (see page 234 and last three 
paragraphs in chart 117). 


Too high a Voltage or excess of current will cause 
excessive sparking and will pit the points and 
cause them to stick or weld together. 


I 


Adjusting Vibrators. 

With the spring held down, the gap be¬ 
tween the vibrator points should be slightly 
less than inch. Then set the lock nut so 
that the adjustment will not shake loose. 
Each coil unit should be adjusted to take 
about 1 y 2 amperes, as measured by an am¬ 
meter. (see pages 234 and 236.) 

Hard starting due to vibrator adjustment. 
If there is too mucli tension on the vibrator 
springs, the weak current generated by the 
magneto at cranking speeds will not be suffi¬ 
cient to cause the vibrators to buzz and it will 
be difficult to start the engine. Too little 
tension will not let the vibrators respond 
quickly and the engine will run unevenly. 


A Defective Coil Unit 

Can be detected by noticing if the vibrator 
buzzes without producing a spark at the 
plug. Then the suspected unit can be ex¬ 
changed with another unit to make sure that 
the trouble is actually in the coil unit. A 
punctured condenser is indicated by a heavy 
spark at the vibrators and a weak spark at 
the spark plug. 

If the engine has a tendency to miss when driving 
over rough roads, this may be due to the coil units 
not fitting tightly in the coil box. The bouncing 
of the car makes the coil units touch the metal 
cover of the box and causes misfiring. 

Sometimes, misfiring is due to the wooden lining 
of the metal coil box being damp and allowing the 
electric current to leak across from one terminal to 
another. 


CHART NO. 354—Remagnetizing Magnets—continued. Ignition Troubles. 







































IGNITION AND LIGHTING. 


809 


**Dressing Vibrator Points. 

The coil point screw is clamped, by means of 
two nuts, to the center of the metal strip. The 
strip is moved for- 


BRIDCE 


TUNGSTEN- 



OIL STONE 


ward and backward 
over the oilstone, 
thus securing a true 
surface on the tung¬ 
sten point, which 
makes it last much 
longer without grind¬ 
ing. A flat Jewelers file is often used also. 

A Battery Charger. 

A battery charger illustrated in Fordowner re¬ 
cently is shown in illustration. With this device 

the alternating 
current is recti¬ 
fied to direct 
current. The 
magneto is in¬ 
tended to sup¬ 
ply the current 
for charging. 
The rectifier 
and battery are 
placed in a 
battery box on 
the running 
board. 



batter r 



WARNER BATTERY CMAPGER, FOR FORDS 
The Ford magneto may be uaed to charge storage bat 
tenet for the lighting syuvem, by the use of this 
rectifier 


Electric Lighting. 

Although this subject is treated on page 812, 
this illustration which is a good example, recently 
appeared in Automobile Dealer and Repairer, and 
reproduced here. Note the completeness of the de¬ 
tails and layout. A 100 ampere hour, 6-volt battery 
is used, which can be placed in a metal battery box 
located on the running board 

Of course, the battery must be recharged when ex¬ 
hausted. If nitrogen, 6 volt lamps are used the 
amperage used per hour would be about 6% amperes, 
therefore battery would give approximately 15 hours 
actual service. If spot light is used it will taks 
2 amperes more. 


Ether, Picric Acid and Gasoline. 


Q.—Can ether or picric acid be used for increas¬ 
ing power for racing? A.—Yes, nitrous ether has 
been used but is dangerous. 

Nitrous ether is purchased in glass tubes and is 
put on ice at least 8 hours before attempt to han¬ 
dle, as heat from palm of hand will explode it and 
the glass is liable to put your eyes out. Mix one 
ounce to five gallons gasoline and you may have to 
add a little more gasoline or a little more ether to 
get the best results. Ether you buy in pound cans 
is suitable for easy starting in cold weather, by 
mixing half ether and half gasoline and put it in 
a small tank on dash, using a small priming pump 

Miscellaneous 
*The Master Vibrator 

Is a single eoil (high tension), connected 
in series with the ignition system as explained 
on page 232 and illustrated in fig. 103 below. 
It improved the earlier wood box coils much 
more than it aids the latest metal box coils 
having tungsten points. With this system of 

L OOKim A T FRONTOF DASH UNDER HOOD 


COIL 


leavet/ns BLANK.\ 

v_ 

FRONT Of DASH 


K-WMASTER VMWR 



WIRE SHUNT 
TO COIL VIBRATOR. 






Jo) 

* fp • 




EDGE VIEW, SHOWING. 
WIRE 6HUNT TO 
COIL VIBRATOR 


TOP VIEW 

SHOWING, HOW TO SHORT CIRCUIT SPARK-COIL- VIBRATORS. 

Fig. 103.—The master vibrator—see page 232. 

ignition, but one vibrator is used, see page 
232 for the general principle. The same com¬ 
mutator and other parts of the coil system 


to squirt it in the intake pipe. This ether can be 
handled without danger, as long as it is kept 
away from a flame. 

Picric acid; put one pound of picric acid in a 
glass bottle and fill with gasoline or alcohol, keep 
in a cool place, stir twice a day for one week be¬ 
fore using. The picric acid will not all dissolve, 
but pour out all the liquid, straining it through a 
fine seive and mix the same proportion as you do 
ether. You can use both together by equally divid¬ 
ing them. There is one point to watch closely; 
don’t get mixture too rich. Picric acid is injurious 
to engine and will increase heat. 

Electric Systems. 

are used, with the exception that the vibra¬ 
tors are short circuited by pieces of wire, as 
shown in fig. 103, and fig. 6, page 264. (The 
master vibrator is not supplied by Ford Co.) 

Atwater-Kent Ford Ignition System. 

On page 248 a detailed description of the 
Atwater-Kent ignition system is given. The 
Ford Atwater-Kent system is similar in de¬ 
sign to that described, and is furnished com¬ 
plete with cam gear cover plate which makes 
a neat and secure fitting when the old com¬ 
mutator is removed (figs. 1 and 2, page 810). 
The distributor is accessibly arranged in a 
vertical position. 

fWhen fitting this system, the old coil box 
on the dash is removed and a single unit 
non-vibrating coil, contained in a small box, 
is mounted on the dash. The radiator should 
be removed, to facilitate the placing of the 
cam gear cover, also the fan assembly and 
the spark control rod. The timer and wires 
are then removed, but the hexagon nut is 
retained to hold the bevel gear of the new 
system. 

With this system the magneto can be used 
entirely for lights—or entirely removed, thus 
reducing the drag due to the magnets. 

These single spark battery systems, and 
high tension ignition magnetos are especially 
adapted to racing Fords and speedsters. The 
more accurately timed single-spark, which 
these systems give, is especially valuable at 
high engine speeds and gives more power. 


CHART NO. 355—Miscellaneous Electric Systems. Dressing Vibrator Points. A Battery Charger. 

also pages 264, 232, 230. tWhen fitting an Atwater-Kent system to a Ford the piston is placed ^ in- 
down after top see page 316. **See also, page 234. Ford genuine vibrators are made of spring steel, heat 
treked and grain running one way; thus increasing resiliency. The points are high grade tungsten. 








































































810 


FORD SUPPLEMENT. 


Atwater Kent Ignition 

and Kemco Generator. 

Figs. 1 and 2 show how 
a direct current genera 
tor, of which the Kemco 
fan-type generator is a 
good example, can be 
used to keep a storage 
battery fully charged. 
The storage battery then 
furnishes a reliable 
source of electric current 
for lighting and other 
purposes, even when the 
engine is stopped. A cut- 
•ut is provided in the 
circuit as shown in cut, 
to keep the battery cur¬ 
rent from flowing back 
through the generator, 
when the engine is not 
running. (The Atwater- 
Kent Co., Philadelphia, 
Po.) 



OWIN6 TO SMALL AMOUNT OF CURRENT 
REQUIRED ON THI3 SYSTEM DRY CELLS" 
IF FRESH, WHEN ATTACH E D, LAST SEVERAL 
MONTHS. 

MAGNETO can be used r or lights,- 

- WHEN RUNNING 


KEMCO 
FAN TYPE 
GENERATOR 
TO RECHARGE 
BATTERY. 




HGHT5. 


.CUTOUT. 


A STORAGE BATTERY 13 MORE DESIRABLE 
ASA SOURCE OF IGNITION ELECTRIC SUPPLY, 

AND CAN ALSO BE USED POR LIGHTS. 

DRY CELLS NOT NECESSARY IF STORAGE BATTERY IS USED. 



♦The Kemco Electric System 
For The Ford. 

Generator: Consists of a direct current gen¬ 
erator (13 lbs), driven from crankshaft by a 
Whittle V belt. It is mounted in the fan and 
charges a 6 volt battery which supplies current for 
lights, ignition and the starting motor. 


Figs. 1 and 2.—Atwater-Kent Ignition and Kemco Generator. 

♦Oiling a Ford For Speed. 


Oil reservoir (R) placed at any convenient point 
from which oil is pumped by hand oil pump (P) to 
crank case (E). From here it is pumped by small 



Fig. 106.—The Kemco wiring diagram. 

The starting motor is geared back 16 times. It 
ia a series wound motor and starts engine through a 
roller chain connecting with sprocket on an over¬ 
riding clutch connected to crank shaft. 

f] Figtfo ^ Drill p ress To “R IU1 i n ” 

Ford Bearings, Etc. 

Fig. 30. Ford main bear¬ 
ings, connecting-rod bearings 
or oversize pistons can be run 
or worn in by bolting the cyl¬ 
inder block to the drill-press 
table, with cylinder head re¬ 
moved and four % -inch pieces 
under the corners between 
head and table to give clear¬ 
ance to pistons. A flywheel 
of the bolted-on type is drilled 
to fit the flange of the Ford 
crankshaft and bolted on. 

The table is turned so that 
fly-wheel lines up with the 
drive pulley of drill press and 
is then belted up. An elevating fcrew is used to 
tighten the belt. 




piston oil pump to oil gage (G) on dash (thence to 
timing gears (T). 

• 

The oil pump is placed opposite No. 4 exhaust 
cam by drilling hole large enough to permit head 
(A) to pass through. Pump parts are made of 
brass tube (B) screwed to flange (0) having 4 
holes for cap screws. Crank-case is tapped and 
leather gaskets inserted between. Piston of pump 
is made of steel. Bushing (D) is fitted into (B) 
to which remaining part of pump is screwed. 
Check valves and parts are shown. 

Oil pipes are *4 inch copper tubing using solder¬ 
less connections. At (F) pet cock is removed and 
a fitting screwed into 
its place and tubing 
(G) leads from this to 
lower part of oil pump. 

A hole is drilled at 
(T) and tapped to take 
connection. (Motor 
Age.) 


FIO 16 



FOOD 

CABBUOtTCfi 


Ford Carburetor 
Wrench. 

Fig. 16. A special 
wrench for tightening 
the carburetor to inlet 
manifold can be made 
of flat metal as per di¬ 
mensions in illustra¬ 
tion. 


Fig. 34—Loose spokes 
in Ford wheels can be 
tightened by driving 
a piece of galvanized 
iron 2x1*4 in. form¬ 
ing a wedge. Loose¬ 
ness is due to drying 
jut of spokes. See also, 
page 762. 



CHART NO. 350—Atwater-Kent Ignition. Kemco Electric System for Fords. Miscellaneous. 

Other concerns who manufacture Ford electric starting and lighting systems are Westinghouse Electric Co., Pitt* 
burg, Pa.; Gray and Davis, Boston, Mass.; C. F. Splitdorf, Newark, N. J.—see page 823. *See also pages 814 
Mid 816 and page 864-A for Ford electric system for enclosed cars. 

For a Ford Mechanical Starter description, Avrite A. L. Dyke, Pub., Granite Bldg., St. Louis, Mo. 






















































































































































811 


MOTORCYCLE ELECTRICAL SYSTEM. 


SPLITDORF MAG-DYNAMO. 

Note This motorcycle matter should have beeii with pages 843, 844 and Insert No. 3, but this 
being the only page in the book to spare it was placed here. 


This is a combination of a magneto and a dynamo. The 
dynamo armature which generates “direct” current is 
placed above, (1) being the commutator. The magneto 
armature (U), is a regular armature with wire revolving, 
generating “alternating” high tension current, and is 
placed below. The two are entirely separate and in¬ 
dependent. 

The fields or magnets are not of the “permanent” 
type, but are of the “electro” type, excited in the 
first case by the current in the storage battery, or by 
the first few revolutions of the generator. The dynamo 
and magneto are separate and distinct otherwise, but 
combined in one unit. 



The magneto part of the “mag-dynamo” supplies cur¬ 
rent for ignition. Its armature (U) is a double wound 
(SW-secondary—PW-primary) high tension revolving 
type. The interrupter parts are shown; P—platinum 
points of contact breaker; L—cam; H—roller grounded 
with frame or base; T—spark plug; P—points are set 
.015" and spark plugs .020" gap. 

Dynamo Part. 

The dynamo generates a “direct” current—which 
charges a storage battery, and also supplies current for 
lights. Armature is driven by a gear from the mag¬ 
neto or lower armature. With the battery “floating- 
on-the-line” (see page 334), the unit has a maximum 
output of 3 amperes at 7.5 volts at 1400 r. p. m. of 
engine, equal to 30 m. p. h. with average road gear. 

Cut-Out Principle. 

Principle of the automatic cut-out used with the dynamo 
is as follows: 

When the rider gives the starter pedal (see page 844). 
% downward thrust as in starting, the mechanical gov¬ 
ernor part (J) is forced down by centrifugal action 
of arms (K), which acts upon the spring (C), bring¬ 
ing the main line contacts (A) together; this allows 
about 1 or 1% amperes to flow through the field wind¬ 
ing (and armature) magnetizing it so that the lower or 
ignition armature may produce sufficient current to 
•park the engine. 


If the engine is stiff or hard to turn over the starting 
switch is depressed allowing four amperes to go through 
the shunt fields and armature, the starting switch mere¬ 
ly cuts around the contacts (A) so that a strong mag¬ 
neto field is obtained when the rotation of the arma¬ 
ture is slow. Of course when the battery is disabled, 
a powerful thrust on the starter pedal will rotate the 
generator armature fast enough to generate sufficient 
current to magnetize the field enough to furnish a 
spark at the plugs. 

As the speed of the motorcycle increases up to about 
30 m. p. h. the charging current also increases to about 
3 y* amperes, then through the increased action of the 
governor spring a second contact at (\B) comes into 
action, this connects the regulator or bucking coil (D) 
into the circuit and magnetizes the soft iron core (N 
& S), which you will note, is magnetized the same way 
as the field coils, this action bucks the magnetic field 
of the generator armature and drives the magnetism 
down to the ignition armature field, weakening the 
generator field and strengthening the magneto field. 

The ignition current is a straight high tension current 
from magneto at all times. When first starting the 
magneto field is energized from the battery and when 
running, from the generator. Otherwise that is all the 
connection the ignition or magneto has with the dynamo 
or generator. 

Timing Magneto on “Mag-Dynamo.” 

Indian, Thor, Merkel, the piston is placed from top 
of compression stroke with breaker box advanced. On 
the Harley-Davidson (Dixie magneto), % 2 r ' Excelsior, 
W'; Pope, Dayton, 

A handle bar switch is also provided which should only 
be used when engine is cold and hard to start. When 
switch is depressed (with battery on circuit) it permits 
battery current to flow through the shunt fields (and 
armature), and provides a powerful magnetic field; in 
consequence, a hot spark is produced at low engine 
speed. Excessive use of switch will exhaust battery. 

Adjustments of Mag-Dynamo. 

To adjust cut-out and current control; with engine idle 
and all lights turned off, remove regulator box cover and 
adjust the current control contact screw (A) ; the cor¬ 
rect setting of the contact points should be between 
.015 and .025 inch. This setting will permit battery to 
discharge about 1 to 2 amperes. On the other side of 
the regulator box the setting of the main cut-out con¬ 
tacts can be made as follows: With engine running 
slowly loosen lock nut and turn current control screw 
(B) several turns to the left, increase the speed 'f 
engine until ammeter shows 3 ampere charge. With 
engine running at this speed (approximately 1200 r. 
p. m.), turn screw (B) to the right until ammeter 
needle drops back approximately 2 ampere charge, then 
set lock nut. 

The fuse used in the circuit is a 15 ampere fuse. Posi¬ 
tive pole of battery is connected to fuse block and 
negative terminal is grounded. 

In case of failure of battery, three dry cells can be 
utilized, connected in series with carbon pole to fuse 
block and zinc grounded. 

Splitdorf DU-1 Generator. 

The principle of the mechanical cut-out on the DU-1 Split¬ 
dorf motorcycle lighting and battery charging dynamo is 

% shown in this illus¬ 
tration. Note the cen¬ 
trifugal action of G, 
on armature shaft, 
causes a sleeve at 
higher speeds, to 
press against arm 
(A), which through 
hinge (S) makes con¬ 
tact at (B). It is 
similar to the “mag- 
dynamo.” 

On the late model motorcycles, the Dixie magneto (In¬ 
sert No. 3) is used, and a separate and distinct dynamo 
is mounted separate. This dynamo is termed the 
“DU-1” dynamo as above. 



CHART NO 357_Splitdorf “Mag-Dynamo” for Motorcycles. Used on former models of Indian and 

others as shown above under timing. See page 843 for Remy and Insert No. 3 for Dixie Motorcycle Mag¬ 
neto and Indian Motorcycle Engine. 

















































































































812 


FORD SUPPLEMENT. 


♦♦Electric Lighting. 


$The bulbs supplied on present Ford cars for the 
electric head lamps are 9 volts, 2 amperes, and 
best results will be obtained by securing lamps of 
this voltage and amperage when replacement is 
necessary, (see fig. 87A, page 803, see also page 434.) 

If a lamp burns out it w T ill be necessary to re¬ 
place it by removing lamp door. 

Should the door be removed care Bhould be ex¬ 
ercised not to touch the silver-plated reflector or 
the bulb with anything but a soft, clean rag, pre¬ 
ferably flannel. 

To focus the lamps turn the adjusting screw in 
the back of lamp in either direction until the de¬ 
sired focus is attained, (see page 433.) 

21 or 27 c. p. is standard for headlights. For 
side lamps, 4 c. p.; for dash or tail lamps, 2 c. p. 
(see page 434.) 

tThe model T Fords are fitted with 18-volt mag¬ 
neto, and therefore a 9-volt lamp in series would 
really last longer than 8 volt lamps in series, but 
light' would not be quite so bright. The older 
models magnetos gave 12 to 16 volts, therefore 6 
to 8 volt lamps were used—connected in series. 

Nitrogen bulbs typo C, are best (see pages 432, 
434), but are more expensive. 

When lamps are connected in parallel, 12 to 16 
volt, one am?ere, 15 candle power type B bulbs 
can be used. 

Proper voltage: You should get good lights at 
eight miles per hour and the bulbs should come up 
to full candle-power at about twelve miles per hour. 

If the bulbs do not come to full candle-power, 
and cast a yellowish light, you should use a bulb 
of smaller voltage. 

If the bulbs burn too brightly, throwing an ex¬ 
ceedingly white light at slow speeds, the bulbs are 
too low voltage and higher voltage should be used. 
In this case, the life of the bulb would be very short. 


Wiring. 

Wire—No. 16 flexible lamp cord, run through 
metal tubing or flexible loom (see page 426), is us 
ually used for wiring. 


♦Lighting Connections. 

Fig. 1 is a “series” circuit and is the way Ford 
headlights are connected up as sent out from the 
factory. (see flg. 

87A, page 803). The 
new model Fords are 
fitted with an 18- 
volt magneto and 
therefore two 9-volt 
lamps in s e r i e b 
should be used. The 
older Fords magnetos 
give 12 to 16 volts, 
so that 6 to 8 volt 
bulbs should be used. 

Fig. 2 shows a “multiple” circuit, in which the 
lamps are connected in parallel and there is a 
ground wire for each lamp. When this type of 
wiring is used, 12. to 16 volt bulbs should be used 

on old Fords, and 
18 volt bulbs used 
with the new type 
magneto. Careful 
running of the en¬ 
gine, to avoid burn¬ 
ing out the bulbs, 
will be necessary 
when the headlights 
are connected in 
this way. 


CAMPS WIRED IN MULTIPLE 



SERIES CIRCUIT FOR ALL FORD CARS 



Fig. 3 shows a “series-multiple” circuit. The 
headlights ure wired in series. A pair of smaller 
bulbs for dash _ 


and tail lamps 
are connected to¬ 
gether in Beries 
and wired to the 
same switch. It 
is important that 
bulbs connected 
in' series be of 
the same amper- 


.9 VOLT 4CP 


.84 A.MP 


TAIL 


$ 


Jwr r( * 


7) VOLT 5 


b»Ou»D 


FIG. 3 


P bmttArtr 

VGROUNO 




ai cp 

8.5 AMP. 


t.? 


age, as otherwise one bulb will be liable to burn 


out.. 


For dash and tail lamps, two or four candle 
power bulbs of 6 to 9 volts can be used according 
to model of car. 


Storage Battery Connections. 


For ignition, horn, 
the storage battery 



i Coil Box 

CONNECTIONS 
IH WEAR 

g . </ 

■■HOr—'>— 

Spot Switch 


and lighting—one terminal of 
can be connected to terminal 
(B), rear of coil box, see 
fig. 87, page 803. The other 
terminal is grounded to 
frame of car or engine 
(-make clean contact and 
draw tight with a bolt). 

The wire to (B) connec¬ 
tion on coil, should have 
3 branches. One branch 
should connect, through a 
single pole switch, to a 
three-volt lamp on the dash. 
Then the wire from this 
dash lamp should proceed 
to a three-volt tail-lamp at 
the rear of the car. The 
remaining wire from the 
tail-lamp should be con¬ 
nected to the metal of the 
chassis frame. This places 
the dash and tail-lamp in 
series, so that if the tail- 
lamp should burn out or 
become disconnected, the 
dash lamp would also be 
extinguished, thus warning 
the d<river. See foot note 
bottom of page 847, Pack¬ 
ard Supplement. 

Another wire should be connected, through a sin¬ 
gle pole switch to the spot light, the remaining wire 
from the spot light being grounded. 



ll“<i 
TatlLiqht 


The third branch wire from the battery should 
be connected to the binding post on the left-hand 
corner of the coil box, looking from the radiator 
towards the dash. When the switch on the coil 
box is turned towards the binding post, to which 
the battery wire is connected; the battery will be 
connected for easy starting, and no other switch 
need be used. 


The bulb for the spot light should be rated at six 
volts. The bulbs for the dash and tail-lights should 
be each rated at three volts. If desired, the bulb 
for the dash may be rated at two volts, and the 
bulb for the tail light at four volts. But they 
must be of the same amperage. Only two switches 
will be needed. 


The usual voltage of storage batteries is 6 volts, 
therefore lamps of this voltage should be used. 

The number of hours a battery TviU operate, de¬ 
pends upon the number and size lamps used and 
the ampere hour capacity of battery (see pages 
433 and 441.) 

When battery is exhausted it must be taken to 
a charging station and re-charged. There is a de¬ 
vice known as the Warner battery charger, which 
it is claimed will rectify the magneto current from 
alternating to direct and battery can be charged 
from magneto, (see page 809.) 


CHART NO. 358—Electric Lighting and Connections. 


*See also page 430. JThe voltage of the Ford magneto varies from 16 to 20 volts at average speed, see p. 770, 823. 
For headlamps, use two 9-volt bulbs in series—see page 434. If one wishes the brightest light possible to obtain, 
use two type C bulbs (page 434), which are gas filled and give 27 c. p. The gas filled lamp will not last as 
long as the type B, but gives a brighter light. If type B lamps are used, use two 9-volt, 16 c. p.; both con¬ 
sume 2 amp. Order for D. 0. base. See page 8640 for c. p. and voltage of lamps used, on the enclosed cars 
UBeing the electric starting system. 

**See page 864-A for electric system of Ford enclosed carB. 














































818 


SPEEDING UP A FORD. 


i 

i 

I 

I 

I 


♦Speeding Up a Ford. 


As I have helped in rebuilding several 
Fords that turned out exceptionally fast for 
the money invested in the job, I believe that 
I have gained some experience that may be of 
value to others, so will set down what I have 
learned, and it may be taken for what it is 
worth. 



There have been a few jobs turned out 
that ran into the thousands, you might say, 
and that were Fords in name only when 
finished. Of these I will have little to say, 
taking it for granted that what is wanted 
is something that is within the ordinary 
man ’s reach, both in a pecuniary way and, 
if he delights in doing his own work, in a 
mechanical way. 

Division of Work. 

The work naturally divides itself into two 
parts, the engine and chassis, or running 
gear. I will discuss the engine first, it being 
the most important part. 


in fig. 2. The grooves are about -fc deep and 
wide, having the lower corner rounded 


A 



Fig. 



tip 1 —The connecting rod hit been 
lightened by dressing vrtth file and drill, 
ing holes through inside tceb 


used for lapping the pistons and rings. 

At the bottom is illustrated the prepara¬ 
tion of piston and ring to prevent oil 
going into cylinder 

off. There are eight, %-inch holes drilled 
through the groove at equal distances around 
the piston, slanting down toward the inside. 
The top corner of the ring should also be 
slightly rounded. As the piston goes up the 
rounded edge of the ring and the groove 
tend to slide over the film of oil on the cyl¬ 
inder wall, while in going down the sharp 
lower edge of the ring scrapes the oil in the 
grooves and it runs through the holes to 
inside of piston, and thus back to crank case. 

Lapping Rings to Fit. 


Engine. 

The engine, as it comes from the factory, 
has bored cylinders, and as it is impossible, 
especially in a commercial way, to bore a 
perfectly true cylinder, the first thing you 
should do is to have your cylinders reground 
by a competent machinist, one who makes a 
specialty of this sort of work. Then you have 
a set of cylinders that are in line, have equal 
bore all the way through and are as near 
round as it is possible to make them. 

The pistons I have used were cast of alumin¬ 
um alloy/of course, and were equipped with 
non-leaking rings. Whatever make is purchas¬ 
ed or if you have them made to order, see to 
the following things: There should be a rib or 
“reinforced run” from the piston-pin boss up 
to the piston head on the inside. Also several 
ribs should be cast across the inside of head. 
This both stiffens the piston and helps in 
carrying away the heat from the explosions. 
If you have the pistons made to order, it is 
advisable to have them cast and machined for 
two rings rather than three. This cuts down 
ring friction, lightens the part, and will hold 
compression as well as three or more rings 
if properly fitted. 

**In fitting the piston, plenty clearance must 
be given—from .007 to .008 at the top being 
about right. This may seem excessive, but 
remember that the expansion of aluminum is 
much greater than of cast iron. 

This large clearance may lead to oil pump¬ 
ing and foul plugs, and so I have always 
turned and drilled an oil groove in each pis¬ 
ton just below the lower ring groove as shown 


The rings should be of some good non¬ 
leaking type, or at least be step cut (see page 
656.) Fit them in the cylinder with a gap 
of about .004, then lap them to a fit. In 
lapping them in, they should be placed on 
an old piston, cast iron is best, and worked 
back and forth in the cylinder, keeping the 
cylinder walls well covered with a mixture 
of exceedingly fine carborundum or some other 
abrasive and oil. (see page 650.) As the 
piston is moved back and forth, also give it 
a slight rotating movement. I have used a 
tool similar to the one shown in fig. 2 for this 
purpose. The wrist pin goes through the hole 
shown. 

Job Repays Trouble. 

This is a long tedious job, but you will 
be well repaid if it is properly done. It 
takes from 1500 to 2000 miles to wear in a 
set of rings under running conditions. Be 
sure and get all the abrasive from the cyl¬ 
inder walls and rings after the lapping is 
finished, or it will continue after engine hs 
running. 

You can lighten the connecting rods con¬ 
siderable by dressing them up with a file and 
drilling several holes through the inside web. 
This does not dangerously weaken them, 
judging from my experience. Do not drill any 
holes in the last inch toward the bottom, as 
this is where the most strain comes, and any¬ 
way this part of the rod is more of a rotat¬ 
ing than a reciprocating mass. In one car 
the rods were chucked up and the lower ends 
turned out and bearings (made of Kelly 
metal) were cast, turned to fit and installed. 
After 2500 miles of driving, most of it at 


CHART NO. 359—Speeding Up a Ford. 

(By E. B. Williams in Motor Age.) 

*8ee also pages 760 and 761 for additional matter. 


**See page* 645 and 651 






















































814 


FORD SUPPLEMENT 


—continued from chart 359. 

high speed, the engine was torn down and 
these bearings showed practically no wear. 
This metal, if used, must be fitted with plenty 
of clearance. 

Large Valves are Better. 

You will secure better results if the valve 
ports and pockets are turned out and larger 
valves used. No trouble is liable to be en¬ 
countered in boring the seats and ports from 
the top, but when going in from the side the 
tool will sometimes break through, and you 
will have to have the hole welded. It is best 
to do this before regrinding the block, as the 
heat, if welding is necessary, will warp the 
walls surrounding the weld. The ports can be 
enlarged & inch and this is necessary if you 
expect good results. I have used tungsten 
steel valves, giving the stems plenty of 
clearance. 



The springs must be stiffened considerably, 
either by installing heavier springs, or by 
placing spacers between the upper ends of 
springs and the cylinder casting. 

It is good practice to install adjusters, us¬ 
ing the kind that screws into the valve push 
rod, it being necessary to anneal, drill and 
tap the rod. While you are about it, drill 
the length of rod to the head, but not through. 
This lightens the part and cuts down inertia, 
thus helping the valve to close quicker. 

Cam Shaft. 

At this stage we come to the camshaft, 
which should be of the high-speed type if 
you can afford it, several different makes 
being on the market.* I have secured good 
results with shafts taken from Ford cars of 
1912 or earlier vintage. You will find them 
considerably different from the new type. If 
the regular shafts are used do not try chang¬ 
ing the timing, as one tooth on the coarse 
pitched timing gears of the Ford throws the 
timing out too much. 

Remove Magnets. 

Leave out the magneto armature coil assem¬ 
bly, and remove the magnets from the flywheel, 
screwing back the brass screws and brass 
magnet supports only. It will be necessary 
to shorten the screws a little. They will 
kick up almost as much oil as the magnets, 
and considerable drag will be removed. 

♦Crankshaft. 

Now see that the crank shaft is perfectly 
true, then assemble the crankshaft and gear- 
set and try out in the lathe, first seeing that 
the bushing in the driving-plate assembly is a 


good fit on the gearset shaft. If there ia 
any wobble it will probably mean turning 
up both sides of the gearset-shaft flange and 
the back side of the crankshaft flange. Now 
reassemble and turn up the flywheel if neces¬ 
sary to make it run true. Take out the as¬ 
sembly and try on two perfectly level knife- 
edge testing bars for balance. If one side of 
flywheel turns down, take out material on 
that side until the wheel stays where you 
turn it. This may seem a lot of trouble, but 
it is essential that these parts be true and in 
perfect balance. 

Gearset May Affect Bearings. 

The power and added strain at high en¬ 
gine speeds will sometimes cause the gearset 
to whip out the babbitt bearing at the rear 
in what is called the front ball cap. This 
will in turn loosen up the rear main bearing. 
I have found it advisable to turn out the ball 
cap and equip it with a bronze bushing, fit¬ 
ting it rather loose on the gearset driving- 
plate assembly shaft to give lots of room for 
oil. 

♦♦Lubrication. 

It is good practice to fit some auxiliary 
oiling system besides the gravity one with 
which the Ford is equipped. If money is 
no object a force feed system can be in¬ 
stalled, which should have leads running to 
all four cylinders, being tapped through the 
walls on each side near the bottom of the 
cylinders and also a large lead running to 
the front of the crankcase. I have secured 
good results by cutting a % hole near the 
top of the gearset case on the right side and 
running a piece of brass or steel tubing, also 
Vs, to empty into the timing-gear case as per 
fig. 4. The front end need be only a snug 
fit in the case, but the rear end must have a 
flange which can be bolted to the gearset 
cover, using a gasket between. A sheet-iron 
partition can be installed just back of No. 

4 cylinder. This can be made as high as it 
is desired to carry the oil level under the 
Connecting rods. Of course every car in¬ 
tended for long distance should also have 
a hand oil pump convenient to the driver 
which will force oil from the reserve oil 
tank to the front of the engine. 

High-Tension Magneto Not Used. 

While I believe a good high-tension mag¬ 
neto to be the best ignition on earth, I 
have discarded it in Ford work on account 

of the additional power needed for driving. 
Turning a magneto armature over at two 
or three thousand revolutions a minute re¬ 
quires more power than is generally thought, 
in my estimation. I have used a battery 
distributor system because it is light, is 
easily driven and works on the open circuit 
idea, thus requiring only four or five dry 
cells for current. 

Cooling 

Some additional cooling is needed. I have 
found the large V honeycomb type of radiator 
to be best. You will find that it will pro¬ 
bably be unnecessary to use a fan with one 


—continued in chart 361. 


CHART NO. 3G0—Speeding Up a Ford—Continued. 


*8®e also page 819. “Special racing camshafts.” **See also pages 816, 810. 


Counterbalances which can be clamped to a Ford crank shaft and which the makers claim will increase the flex- 
ib-riity and power of the engine are manufactured by The Dunn Counterbalance Co., Clarinda Iowa. “ 


















































SPEEDING UP A FORD. 


815 


of these. If you are building a streamline 
body it will be better to have some radiator 
maker build one of the tall narrow kind, 
(see page 190 and also chart 366) to order, 
or you may purchase a stock radiator. If 
it is necessary to use the original radiator, 
have a good tinsmith build on an extra tank 
to the top, either back under the hood, or 
point it and extend it out in front. Any¬ 
way, the original equipment must be im¬ 
proved upon for fast work. 

Carburetion. 

For a carburetor I recommend a 1*4- inch 
type, with a iy 4 -inch built-up steel-tubing 
manifold. The one illustrated in fig. 5 has 
given good results. No cast manifold is 
efficient, as the rough surface inside with 



Fig. 5 —Ford Hock showing installation of built-up 
manifold, carbureter and ignition apparatus 


possible fins and irregular turns, seriously 
hampers the flow of gas. 

Air Pressure. 

It will be necessary to use air pressure on 
your gas supply as the carburetor should be 
set high, thus shortening the manifold. 

Inlet and Exhaust Manifold. 

Each end of intake manifold has a collar brazed 
or welded about inch from the end; also the 
exhaust pipes, which are of steel tubing and run 
straight out through the hood. A copper-asbestos 
gasket it slipped over the end of manifold and 
makes a tight fit between the collar and the cylinder 
casting. Manifolds are held on by crows’ feet, 
which alip over the original studs and bear against 
the outside of the collars. 

Running Gear. 

When we come to the running gear we have two 
thingB to consider. If the car is to be used for 
fast track work only, by all means lower it. But 
if you want it for other work too, you will prob¬ 
ably have to leave it up in the air, and sacrifice 
some efficiency. 

The heat way to lower the front end, to my no¬ 
tion, is to have a new axle made similar to the one 
illustrated below in fig. 3. It leaves your frame 
strong and rigid, and an added advantage is that 
your radius rods are still in a straight line. 

The rear end of the frame can be lowered by 
cutting off the side members just in front of the 
rear cross member and using steel forgings as 

rrx~. 


shown in fig. 3. The front end if a cheaper 
construction is desired, may be lowered aB shown 
in fig. 3, by riveting pieces of channel iron on the 
sides of the frame, letting them stick out in front 
about 5 inches. An extra cross member, similar to 
the regular Ford front cross member but with a high 
instead of a low center, is riveted across the front 
to the two, new side extensions. ThiB set* your 
front axle ahead enough to clear the radiator, and 
the amount of frame drop depends on the shape of 
your new cross members (as can readily be seen), 
which carries the spring. With this method it will 
be necessary to lengthen out your radius rods and 
the starting crank. 

Assembly Should Be Kept Rigid. 

In tilting the steering post it is desirable to 
keep the assembly as rigid as possible. Have it 
bolted to the dash securely, blocking behind the 
dash plate with a wedge-shaped piece of hardwood 
shaped to fit the space caused by lowering. It 
will be necessary to drill a new hole in side of 
frame for bolt'ng down the bracket. You can block 
under the bracket where it tips from the frame 
with steel washers before bolting. 

Steering. 

The steering-gear connecting rod and the spindle- 
arm connecting rod should both be stiffened. An 
easy way to do this is to place a piece of small 
channel iron or steel tubing alongside the rod 
and bind the two together with several layers of 
tape, taping the whole length of rods, and then 
shellacing the whole job. This is cheap, ea*y to 
do, and makes a permanent job. 

Axle. 

See that the axle tips toward the back of the car 
at the top. The nearer vertical the axle is set, 
the harder it is to steer, and when the top of the 
axle gets ahead of the bottom, it is almost impos¬ 
sible to keep the car in the road. 

A good gear ratio for a car put up like this one is 
about 2 Yi to 1. While I have always made my own 
special gears, several concerns are making and ad¬ 
vertising them. Some makes sell for $15. 

While you have the rear end down see that the 
differential gears are a good fit on the inside end* 
of the axles. These sometimes get loose and tear 
the key seats out of the axle. 

The rear hub brakes on the Ford were only in¬ 
tended for holding the car when standing still, 
and if used when running they do not last long, 
and are not very efficient at that. The best brakes 
I have used so far were secured from Los Angeles, 
Cal., costing $16 per set. They have large drum* 
and external contracting bands lined with raybe«to*. 

Be sure and see that the transmission bands ar* 
a perfect fit on the drums and are not adjusted too 
tight. They can set up quite a drag if not properly 
set. 

Speed Thus Obtained. 

I had one of these cars do 68 m. p. h., and 
another one equipped with wire wheels 71. Of 
course, if economy is no object a new cylinder head 
with overhead valves and camshaft, wire wheels, 
etc., can be added, the stroke lengthened and in 
this way a few miles per hour gained, but for the 
man of moderate means the foregoing described car 
will go fast enough and furnish lots of pleasure in 
the building. 

Cost. 

The job I have described will run from $200 to 
$350, depending on how much of the work the 
builder is able to do himself. 

I have not taken up the construction of the body, 
as that depends upon the taste or ability of the 
man who is building the car, also upon the use to 
which it is to be put. For racing a pair of bucket 
seats and a gas and oil tank bolted to the frame 
will get by very well, but are not comfortable or 
very clean. The body shown on page 813 is 
good, being neat in appearance, can be made com¬ 
fortable, and offers little resistance to the wind. 
While it is not drawn to scale, the proportions are 
near enough right to give the idea. There is a gas 
and oil tank in the rear compartment, with the 
spare being slung on the extreme rear. Thi* body 
should cost you about $150 at the average body 
builders. 

Don’t forget your hood straps, and have them 
very substantial. 



, (0 a -Tog-Method of lovcrlno front end of frame bp lengthening frame out and Install¬ 
ing extra front cron member. Center—Drooped front axle. Bottom—Method of lowering 

rear end of frame 4 to. 


CHART NO 3«1—Speeding Up a Ford—Continued. 














































































816 


FORD SUPPLEMENT. 


Lowering the Frame. 

The most important point in converting a Ford 
into a speedster ia the lowering of the frame, be¬ 
cause this car pre- 
BentB an awkward 
appearance with 
bucket seats and big 

Fig. i —One of the simple methods used gasoline tank when 
to underslmg Ford front springs high off the groun( i. 

If semi-elliptic front springs are used, instead of 
the regular transverse spring, the semi-elliptic 
springs can be fastened under the axle by means 
of a U-shaped piece of flat steel, per fig. 1. Thus, 
the front of the car can be lowered several inches 
with but little change in the front axle itself. How¬ 
ever, the frame 
will have to be 
changed, or spe¬ 
cial spring hang¬ 
ers fastened to the 
frame to form 
supports for the 
front endB of 
these semi-elliptic 
springs. 

Fig. 3 shows 
how a special 
dropped front axle 
can be made to 
lower the front 
end of the car 
without making 
necessary incon¬ 
venient changes 
in the chassis 
frame. 

Fig. 3, chart 361, shows how 4 inches can be cut 
from the rear end of the frame on each side and 
the regular Ford cross member of the chassis frame 
aupported on two goose necks made from flat, bar 
steel. This also will give a frame about 4 inches 
lower than the stock car. 

Fig. 2 shows how the rear of the frame can be 

lowered by using the brake arm studs in the rear 

axle housing to 
fasten a forked 
steel bar from 
the axle to the 
frame. About two 
inches forward 
from the fork 
the spring shack¬ 
les are bolted and 
the regular cross 
spring suspended from them. This gives about a 
4 inch drop. (Motor Age.) 

Another Method of Lowering Frame. 

The work can be done by any good blacksmith 
and will not cost more than $15. The principal 
changes in dropping the frame are in making front 
and rear brackets which allow the frame to be 
hung 6 inches lower, as shown below. 



The front bracket, consists of a piece of iron 
bent as shown, and made out of % by 2-inch stock. 
The method of attaching this is clearly indicated. 
The top is clamped over the spring, and the bottom 
end* are bolted to the cross frame member. 



Fig. 2—Ondcrslung rear spring. Forked 
rod B teas anchored at the brake rods 
D and at the frame at C. Spring B 
seas shackled to the rod by A 



Fig. 3 —This Ford front arle is a special 
forging Kith dropped ends 



Fig. 4 —Method of lowering rear 
spring 4 inches. The end^of the panel 
was cut off and a gooseneck fitted as 
shown 



frame is sawed off and the two brackets are bolted 
in place. Care should be taken in making the 
change not to alter the position of the axle relative 
to the frame backwards or forwards. 

The attachment of the front bracket requires 
that the axle be pushed forward a certain amount 
—probably 3 inches. This must be compensated 
for by welding pieces in the radius rods running 
to the front axle. 



The Sketches Show Hqw the Ford Frqme May be Lowered 


The lower position of the crank-case requires that 
the steering knuckles be bent downward so that 
the tie rod will clear it. (Newsabout Fords.) 

* Auxiliary Oiling. 

The present oil system in the Ford engine, while 
suitable for all ordinary purposes, is inadequate 
for high speed. The oil rotating with the fly-wheel 

is caught in a small 
funnel and carried 
through a %-inch tub¬ 
ing to the timing-gears 
flowing to the engine 
case where it lubricates 
the moving parts of the 
engine. This funnel can 
hold only a certain 
amount of oil and at 
any speed the tube can 
handle only a %-inch 
stream. 

The funnel should be 
made larger, the long 
way, and higher to increase the weight there, and 
the tube replaced with one inch in diameter. 

An auxiliary pump is frequently connected to en¬ 
gine as 6hown just above. An old tire pump 
can be converted into a pump as follows: 

An old tire pump is cut off about six inches be¬ 
low the handle. A metal handle substituted for the 
wooden one as shown in the drawing. The bottom 
of the pump is removed and carefully soldered 
and the air outlet soldered up. Two check valves, 
requiring no solder, are fitted to the bottom of 
the pump by drilling and tapping. The valve« 
are, of course, inserted so that they will act in 
opposite directions. The valve allowing oil to en¬ 
ter the engine allows the oil to be forced out of 
the pump, but will not allow it to re-enter. The 
other valve, working in the opposite direction, per¬ 
mits oil to come from the supply tank to the pump 
when the handle is pulled up. When the handle 
is pushed down one valve closes while the other, 
(the one permitting oil to enter the crankcase), opens. 

The supply tank may be located where most con¬ 
venient and is connected to the pump by copper tub¬ 
ing. The pump is placed under the front seat in 
a position where it can be operated easily. 





Fenders. 


For fenders we would suggest canvas guards, 
front and rear. They are easy to make and noise- 



A/o/ 5 eJess 

fa ji/y nac/e — '/vuc/yoarc/ -Support 
/?rso /va/rej 600ct i&/ 7 ?p firacAer 


The form of the rear bracket is also shown, and 
its attachment is even simpler than the front. The 


less. Put a couple of coiled springs at the lower 
ends, and they will never sag. (Newsabout Fords.) 


CHART NO. 362—Lowering Frame for Racing—Miscellaneous Speed Pointers. 


Note: This matter is collected from various authoritative sources. Writer has not personally tried out any of 
the devices. *See also pages 810 and 814. 


\ 





































































SPEEDING UP A FOKD. 


817 


Cylinders. 

If the car has been driven over two or three 
years, it will be probably advisable to have 
the cylinders rebored to the Ford standard of 
I&2 inch oversize. While this will only add 
about one-half horsepower to the engine on ac¬ 
count of the larger bore, the fact that the 
cylinder casting will have aged sufficiently to 
attain its permanent set, will have more in¬ 
fluence on the power of the engine than is 
often supposed. 


♦Compression. 

It is, perhaps, not generally known that the 
cylinder heads on the Ford cars have not al¬ 
ways been the same. The cylinder heads used 
a few years ago were not as deep as those used 
on the latest models. tTo obtain higher com¬ 
pression (which 

E3«-r 


FtG 5 


■>. . ' «; 

~ i_It i.V 

X. CYC HEAD 


is necessary for 
high speed 
work), it will 
be well to se¬ 
cure o n e of _ , 

these old style Depth of cylinder head' 

cylinder heads. They can be identified by 
comparing them with cylinders of the latest 
type, using a depth gauge as per fig. 5. 

These high compression cylinder heads give 
more power, but they are harder on the bear¬ 
ings and make the engine more liable to 
knock, so that many owners are very glad to 
trade them for cylinder heads of the latest 
type, if the difference is pointed 0 Uo to them. 


It is true that different compressions affect 
the power of explosions and that an uneven 
compression ratio in different cylinders will, 
consequently, cause an engine to jerk. If the 
compression is excessively high it can keep 
the spark from jumping the gap in the plug. 

If the old style cylinder head cannot be ob¬ 
tained, it is possible to plane off about one- 
eighth inch from the bottom of the cylinder 
head and thus increase the compression of the 
engine to about 70 pounds to the square inch. 
The work must be carefully done, so that a 
true surface is obtained, or water leaks and 
loss of compression will result. Good gaskets 
should be used between the cylinder head and 
the cylinder blocks, so that no compression 
will escape. By the use of Prussian blue and 
a scraper, it is possible to fit the cylinder head 
to the cylinder block without the use of a 
gasket, thus reducing the compression space 
about % 2 an i nc h. 

Unless the compression is the same, the en¬ 
gine will not be in good balance and loss of 
power wall result. The power lost when one 
cylinder does not fire is far more than ^ith, 
and this is due largely to a loss of balance. 


Valve Springs. 

One of the most important features neces¬ 
sary to obtain increased power is good valve 
action. Valve springs are cheap, and it pays 
to install a new set of valve springs occasion¬ 
ally, even if the old ones do not seem to be 
worn out. Lively springs close the valves 


promptly and this is especially necessary if 
the engine is to be run at high speeds. If it 
is to be used for racing and the last ounce of 
power is desired, it may be advisable to use 
special valve springs that are stronger than 
the regular type but which are more apt to 
break the valves and are more noisy. 

It is, of course, understood that the engine 
will be kept free of carbon and the valves 
ground frequently, if used for speed work. 

**Valves and Cam Shaft. 

In order to obtain the highest possible 
speed, it is necessary that the valves be timed 
differently than is standard practice. For rac¬ 
ing, it is necessary that the valves be given a 
greater lift, that is, open farther, and that 
the cams be so designed that the valves be 
opened and closed more quickly. Now these 
quick-action valve cams cause greater wear 
and tear and make more noise. It is also true 
that the engine will not run smoothly on high 
gear at speeds of less than 20 miles an hour, 
so these special cam shafts are only of value 
when the car is used for racing only. For use 
as a speedster, on average roads, the regular 
camshaft is probably the best. It is easy to 
set the timing gears one tooth ahead and bo 
open the valves earlier, but this also means 
that they close earlier and so little is gained 
by this practice. 

It is sometimes asserted that the speed of 
the Ford engine is purposely limited by the 
small size of the ports or valve openings. 
This is probably done so that careless drivers 
will not run the engine too fast, but if it 
is intelligently handled, it is true that greater 
power can be obtained by enlarging the ports 
or valve seats. A wide seating for the valves 
is not necessary and tends to restrict the flow 
of the gases. One thirty-second of an inch is 
wide enough, but requires more frequent 
grinding and valve adjustment than a wider 
seating, as it wears more quickly under the 
hammering action of the valves. Fig. 2, (page 
818) shows how the valve ports may be bored 
out larger, but great care should be taken not 
to break through the sides of the water jack¬ 
ets, as the walls are not always uniform 
thickness, due to the displacement of the 
cores when the castings are made. 

Getting a large charge of fresh gas in the 
cylinders for each explosion is one of the es¬ 
sentials of maximum power. Along these 
same lines is the necessity of getting the old 
burned gases out quickly. For this reason, a 
muffler is often omitted from racing cars, al¬ 
though a car cannot lawfully be operated 
without a muffler on the roads of many states. 
However, a cutout is easily attached, and if 
used in moderation, serves the purpose very 
well. If no muffler is used, the end of the 
long exhaust pipe should be somewhat flat¬ 
tened, so that the sound waves will be some¬ 
what broken up as they emerge. A number 
of small holes, and diagonal saw cuts will also 
aid in giving a free exhaust without undue 
noise Or, it is possible to remove one of the 
baffle tubes from the muffler, or bore addi- 

—continued on next page 


CHART NO. 303—Increasing the Speed of a Ford —by Murray Fahnestock in Fordowner. 


★ In Ford races held in Chicago, there was not a car in which attempts had been made to increase compression 
by reducing compression space, and cast iron pistons seemed to predominate. Gear ratios used were from 
2% to 3 to 1. For long races, radiators were fitted with tanks for extra water capacity. 

•♦Sometimes the inlet valve is made to open slightly earlier for speed work. In this case engine will not idle 
down very well. See also page 909 and pages 793, 629 and 640 on compression. tClearance between piston 
head of Ford high compression cylinder is about 1". 








818 


EORI) SUPPLEMENT. 


tional holes in the muffler tubes, so that a 
comparatively free exhaust is secured without 
losing the muffling qualities altogether. 

Carbnretion: To obtain the maximum speed 
from the engine, a larger carburetor, say the 
1 Vi-inch size, can be used. This will not be 
economical of gasoline, and the engine will 
not run as smoothly at low speeds, but with a 
larger carburetor and a larger intake mani¬ 
fold, which should be smooth inside, the en¬ 
gine can draw in fuller charges at high speed. 

The piston rings certainly create friction as 
they rub against the cylinder walls, and if 
the top ring is so well fitted that no compres¬ 
sion will escape past it, the two lower rings 
are unnecesary, as they cannot stop any gases 
that do not reach them. Some owners prefer 
to fit special piston rings, see page 655, at 
the top of each piston and claim that it makes 
the engine run more freely. However, if only 
one ring is used, greater care must be taken 
to keep that one ring in good condition. 

If the rings are fitted on an old piston, they 
may be lapped in by using emery and a more 
perfect fit obtained, and then they may be 
placed on the new pistons for actual use. If 
lapped on the new pistons the grooves (for 
the rings) in the pistons are apt to be worn. 

Pistons: For high speed driving it is nec¬ 
essary that the pistons should be rather a 
loose fit in the cylinders, as otherwise they 
are apt to seize when the inevitable expan¬ 
sion due to heat occurs. This does not mean 
that it is not necessary to rebore cylinders or 
fit new pistons on old cars, for in such cases, 
the cylinders and pistons are apt to be worn 
oval, due to the thrust of the connecting rod 
and so do not have the proper clearance all 
around. 

Light pistons are certainly an advantage, 
and the use of aluminum has much to recom¬ 
mend it, especially if new pistons are to be 
fitted in any case, as then the additional cost 
will not be so much. In case the cast iron 
pistons are used, they can be greatly light¬ 
ened by careful drilling, care being taken not 
to weaken them too much. Most of the holes 
should be drilled near the ends of the piston 
pins, for if drilled on the sides, where the 
thrust occurs, they permit the oil to be 
squeezed out and spoil the lubrication where 
it is most needed. 

Light reciprocating parts are the secret of 
high speed and power. If we consider struc¬ 
tural iron work, we will notice that beams are 
made very heavy along the edges where the 
strain occurs and often the center is only a 
light lattice of thin steel strips, (see fig. 1, 
page 813, for a drilled rod.) 

It is possible to balance the rotating masses 
of the engine, but it is not practicable to bal¬ 
ance the reciprocating weights, except to a 
small extent. But by making the parts lighter, 
the unbalanced forces and power-absorbing 
vibrations are greatly reduced. It is more 
important to lighten the connecting rod at 
the piston end than at the crankshaft end, be¬ 
cause the piston end of the connecting rod has 
a reciprocating motion while the big end bear¬ 
ing has a rotary motion. 


Connecting rods: It is also important that 
the four connecting rods be of equal weight 
and that the four pistons have the same 
weight, so that they will tend to balance each 
other and reduce vibration. 

The alignment of the connecting rod bear¬ 
ings is important. This can best be tested in 
special jigs which are part of the equipment 
of every branch of the Ford Motor Co. If 
one wishes to align these bearings, the piston 
pin can be placed in one end of the connect¬ 
ing rod, and a cylindrical pin, the size of the 



A1ignment 


crank pin, placed in the other end of the con¬ 
necting rod, and two steel squares used to 
make sure that the two bearings are in per¬ 
fect alignment with each other, (fig. 1.) This 
only tests the alignment in one direction and 
to test them in the other plane, it will be nec¬ 
essary to use the same tools and a perfectly 
flat surface, so that the distances from the 
pins to the plane surface can be measured 
and made equal on each side, (see figs. 1 and 
11, page 646.) 

Crank shaft: It is important that the 
crankshaft be in good running balance, which 
is different from being in balance when at 
rest. It can be tested by revolving the 
crankshaft at different rates of speed, be¬ 
tween centers. The bearings of the crank¬ 
shaft are also important, and, after they have 
been scraped to a good fit, the engine should 
be driven by an outside source of power un¬ 
til the bearings fit perfectly. 

Flywheel: It hardly pays to reduce the weight 
of the flywheel, especially if the power of the engine 
is increased and a higher compression used, but 
the flywheel alignment can be tested by holding a 
steel pointer near it when the engine is running, 
for a wobbly flywheel involves a loss of power. 

Ignition: For ordinary road use, the Ford igni¬ 
tion system will furnish about all the sparks re¬ 
quired, but to obtain the very highest speeds, the 
more accurately timed sparks of the high tension 
magneto are an advantage. If the Ford ignition 
system is used for high speed work, the magnets 
and magneto coil assemblies should be of the latest 
type and the vibrators should be adjusted more 
tightly, so that there will be less lag in the ignition. 
The spark can be advanced by bending the rod from 
the lower end of the steering column to the timer. 
It is also well to be sure that the timer is in good 
condition and that the spring holding the roller 
against the segments is strong and quick acting. 
It may be even an advantage to fasten an additional 
spring beside the one already in place. 

Lubrication: Adequate lubrication plays an im¬ 
portant part in the maintenance of high engine 
speeds. A good quality cf thin oil, which does not 
burn easily, should be used. Heavy oils exert a 
constant drag, and are not needed, if the engine ii 
in good mechanical order. Oil holes can be drilled 
in the connecting rod bearings and larger oil grooves 
cut in the bearings. It is also well to fit a much 
larger oil pipe and oil funnel. The oil pipe can be 
drilled with holes opposite each connecting rod, so 
as to supply a good oil bath. 


CHART NO. 304—Increasing: the Speed of a Ford —continued. 
































MISCELLANEOUS POINTERS AND USEFUL DEVICES. 


819 


WATER 25% OB 5 * 




Motor speed per mile. The crank shaft of a Ford 
car makes, 2,446 revolutions in one mile, and when 
running at a rate of twenty-two miles per hour it 
turns over 897 times every minute. 


f EXHAUST 25% OR 5* 

30%oo<*fct | N USEFUL WORK 


GEARS 


FRICTION 3% OR I* A 

UNIVERSAL 5%OR !<■ 

WHERE THE MONEY GOES GASOLINE AT 20t A GALLON 

Where Ulo Money Spent for Fuel Goes—Diagram Shows Different Points Where Losses Are 

Greatest. v • 



-'WINDSHIELD AND TOP DOWN> 
-'GOOD DRIVING 



Point* at Which Gasoline Can Be Saved On Complete Car 

How To Save Gasoline. 

The illustrations point out where care should he 
exercised in order to prevent loss of power by de¬ 
creasing friction and waste. To gain power means 
a saving of gasoline. The illustrations show where 
if parts are kept in proper order, there will be 
a aaving of power. Excess of power and loss of 
gasoline would come from poor driving, too much 
flooding carburetor, windshield constantly up, drag¬ 
ging brake bands, etc., see the three illustrations 
above, (see also page 802.) (Fordowner.) 

♦ ♦Miscellaneous Useful Devices. 

A tool box on the door—The front door 
is arranged with a light door of strips of 
wood properly braced, the hinges screwed 
to a strip of wood placed up and down be¬ 
hind the metal 
door lock; the in¬ 
ner door spring 
catch fits nicely in 
the notch left by 
removing the cen¬ 
ter cross brace 
next the leather 
stop. Then a 
pocket made of 
canvas or leather 
in the lower por¬ 
tion of each door with a strap or two to keep the 
tools in place. Replace the door lining and put 
new strips of gimp, tacking with black headed 
tacks as it was before. (Motor World.) 

This is a device for compressing 
the Ford clutch spring. The end 
plates are Ford front wheel flanges, 
one being cut away, so that it 
may be inserted over the shaft, 
behind the spring. Two bolts con¬ 
nect the plates and by tightening 
the nuts, the plates are drawn 
together, compressing the spring. 

With this device, only one pair of 
hands needed to remove the pin. 





FIG. 4 Dry cells f 

^©<©<0<©- 

^©©00- 


Zinc 


Ford Magnet Remagnetizer. 

It is not necessary to remove 
the flywheel from engine when 
remagnetizing Ford magneto mag¬ 
nets with this device. Simply 
remove transmission case cover 
so that the ends of the magnets 
are available. Use a compass 
(see fig. 3, page 303) to deter¬ 
mine North pole of each magnet 
and chalk them, also chalk the 
South pole of the remagnetizer. 
Place the S pole «f remagnetizer 
so it will be on the N pole of 
the magnets. Turn the flywheel 
over after remagnetizing one 
magnet and remagnetize each 
magnet separately. After re¬ 
magnetizing, check the polarity 
of all magnets with compass 
again. The connections are 
shown in fig. 3. The storage 
battery can be either a 6 or 12 
volt battery. It is possible to 
use 6 or 8 dry cells if connected 
as per fig. 4. 


Carbon 


Magnets of all types of magnetos can be charged 
with this remagnetizer. When remagnetizing mag¬ 
nets which are separated from the magneto, it is 
well to place a “keeper” across the magnets until 
placed on the magneto. It is also advisable to 
rap the magnet a few times with a piece of wood 
while being remagnetized. See advertisement, page 
864-J. 


♦♦♦Larger Valves. 

Valves if made larger will permit slightly more 
gas to enter and will increase compression and 
power, but heating will also be increased, there¬ 
fore a circulating pump or larger radiator may he 
necessary. A valve lift of inch with a valve 
seat %2 inch, measured across slanting face would 
be about right. 

Valves are now 1%6 inch outlet and 1% inch di¬ 
ameter across widest part, but for racing, valves 
1% inch diameter outlet and l 11 /i6 inch across 
widest part would be better. The valve ports can he 
enlarged to this size by reaming and grinding. 
Tungsten valves of 1 % inch are sometimes used. 

Circulating Pumps 

Of unique and simple design are manufactured, 
by Giddings & Lewis, Fon du Lac, Wisconsin. 

Muffler and Cut-Out. 

The construction of the Ford muffler and method 
of attaching one type of cut-out is shown on page 
84. The outside diameter of exhaust pipe of a 
Ford is IV 2 inches, therefore a cut-out would he 
required which would fit over same, (see page 606.) 

♦ ♦♦♦Paints for Fords. 

No. F113—Blue ground, first coat. 

No. F115—Body blue color varnish. 

No. F751—Body varnish, clear. 

No. F104—Black fender, quick dry. 


To repair a broken 
speedometer shaft cas¬ 
ing a sleeve is used as 
shown in illustration. 
A layer of tape is ap¬ 
plied first. 


SMALL BOLTS 




SPEEDOMETER SHAFT CASING 


Power From Rear 
Wheels. 

A device for this pur¬ 
pose is shown in illus¬ 
tration. 


CHART NO 3«5— How To Save Gasoline. Miscellaneous Useful Devices. 

mnn 4 ***~ 7 Q 1 609 814 ****See page 509. To repair a hole in a top—see page 847. 

-See pages 730 to 745. —See pages 791 609, 814 s standard can be had of some of the supply 

♦ ♦♦Special racing camshafts, which will lift about Vie' raore ina 
houses. 







































































































































820 


FORD SUPPLEMENT 


Specifications. 

All dimensions of parts are 
given on the illustrations. Ca¬ 
pacity of water is 4% gallons, 
including tank at top of radia¬ 
tor. Gasoline tank is of 86 
gal. capacity. Hood, body and 
tank made of pressed steel. 
Weight of entire body 300 lbs. 



RAOtNQ SEATS 
For us# on the spee*- 
etor 


Bucket type racing 
seats for the roads¬ 
ter, or speedster. Ttie 
shell is heavy gauge 
steel, attached and 
braced to wooden 
seat bottoms, and up¬ 
holstered with sub¬ 
stantial imitation lea¬ 
ther, known as mule 
skin. (Am. Auto Ac¬ 
cessories Co., 621 
Main St., Cincinnati, 
Ohio.) 


Reducing Wind Resistance. 


One way of increasing the speed of the Ford car is by reducing the wind resist¬ 
ance, by taking off the top, mudguards, and windshield. Also, by the use of special 
racing bodies, of which the body made by the Champion Racer Co., is an example. 

The radiator is designed especially for racing and is high and narrow, thus re¬ 
ducing the wind resistance and improving the appearance. The radiating surface 
is of the patented bridge fin type and the construction is of copper throughout. 

♦Miscellaneous Parts Manufacturers. 

Addresses of concerns who make a specialty of parts are as follows: Laurel 
Motors Corporation, Anderson, Ind.—cam shafts and valve in head cylinders (16 
valves). Geo. L. Dyer, Champaign, Ill.—sixteen-valve cylinder head; Henry Pugh, St. 
Louis, Mo.—special work for converting Fords into racers. Ahlberg Bearing Co., 
Chicago, Ill.—ball bearing thrust washers for rear axles. Aluminum Mfg. Co., Des 
Moines, la.; McQuay-Norris, St. Louis; Butler Mfg. Co., Indianapolis, Ind.—alumi¬ 
num pistons; G. H. Dyer Go., Cambridge, Mass.—pistons, reamers, Ford engine stands 
etc. Mott Wheel Co., Jackson, Mich.—wire wheels, (see also page 823.) 


CHART NO. 3C0—Racing Bodies Reduce Wind Resistance and Weight. 

♦Note: This list was prepared sometime ago. 













































































































































































COMBINATION OF BODIES FOR FORD CHASSIS. 


Combination Bodies For Model “T” 

Ford Chassis. 

^ff3 0 * iI i UStrati ? n ^ figs ‘ 3 t0 9 * show how several 
different types of bodies for commercial use can be 
made from the lot of detachable parts in fig. 10. 

In certain cases individual pieces of parts shown 
m fig. 10 have more than one use, for instance, 
V« e u £\ rig ht for the canopy top of the wagonette 
^ nd st ? tl0 i 1 omnibus (fig. 9), are used to 
support the rack of the hay and straw wagon (fig. 
»), though when the last named is used, an addi¬ 
tional pair of supports can be fitted. 

The station omnibus body has double doors, for 
the base carries permanently a half door at the back, 
and the upper half for the omnibus use is attached 
to the detachable panels; the half doors are bolted 
together in use so as to form a single unit. 

The seat backs used for the wagonette (fig. 5) 

ie • i* a ^ 10n omn ibus (fig. 9), also form a part 
of the sides of the closed van (fig. 7), and for the 
tatter, the same canopy and upright are used. In¬ 
stead of the upper half door and rear panels of 
the station omnibus, the van has a back panel 
hinged at the top, two supports being provided to 
hold it open when required. 

The illustration, fig. 3, shows the chassis with 

the base (A) fixed 
thereto, which forms 
the ground work of 
all the • variations. 

The base (A), it will 
be noted, includes 
the seat for the driv¬ 
er and his companion. 


Parts In Fig. 10 Will Make The Following. 

Fig. 4. The Flat Lorry is made up of the base A 
(as on ng. 3), the float F and the uprights and 
the canopy C (fig. 10). 

Fig. 5. The Wagonette is made up of base A (fig 
3), and the parts B and C (fig. 10). 

Fig. 6. The Live Stock Dray has a lattice G (fig. 
10), placed on base A (fig. 3), and float F (fig. 10). 

Fig. 7. The Closed Van for perishable goods is made 
up of the base A (fig. 3) with uarts R f! Q n r? 


Fig. 8. Hay and Straw Wagon is made up of base 
A (fig. 3) and parts F and H (fig. 10), with canopy 
uprights. 

Fig. 9. The Station Omnibus is made up from base A 
(fig. 3), with sides B, glass sides E and canopy C. 


Principal 
Dimensions of 
Ford Model T 
Chassis. 

These drawings, figs. 
13 and 14 show the 
principal dimensions of 
the side view (fig. 13) 
and top view (fig. 14) 
of the model T Ford 
chassis. These dimen¬ 
sions will be of value 
when figuring measur- 
ments for bodies for 
commercial use which 
can be applied to the 
model T Ford chassis. 

See page 825 for di¬ 
mensions of the Ford 
truck chassis. 


g Or 4» /4»©^v 


0 * ** ** 

C +OS3 + 


FIG 13 


CHART NO. 367—Combination of Bodies As Applied to Model T Ford Chassis. 











































































































































































































































822 


FORD SUPPLEMENT. 



ALTERNATIVE TRAMC CXTCNilON 


extended snatt 


viual ro*Tp ynqn.DAsc 


SPRING ATTACHED 
TO BODY 


STEEL WHCE: 


AUXILIARY TRAME EXTENSION 


FORD AXLE ATTACHE?: 
TO TRAME AND USED / 
AS JACKSMA1T- 


AUXILIARY ERAMC EXTENSION 


TORD AXLE 
BOLTED TO DEAD 
AXLE AND USEP 
AS INTERNAL 
"GEAR JACKSHATT 


AUXILIARY TRAME EXTENSION 


EXTENDED SttAIT 


INTERNAL GEAR OR , 
WORM AXLE SUBSTITUTI 
TOR EORP AXLE 


In No. 3 the Ford axle is used as a jackshaft for a chain-driven rear-end truck assembly in unit with a 
frame extension. 

In No. 4 the Ford axle is employed as a jackshaft for an internal-gear axle unit. 

In No. 5 the entire Ford rear end is replaced by a truck frame addition and axle which may be driven 
either by worm or internal gears. 

***Commercial Application of the Ford Model T Chassis. 


The Ford is being rapidly adapted to a variety of 
commercial uses. In the illustrations, figures 1 to 
5, show the five general methods used to increase 
the load carrying capacity. 

Carrying capacity. The use of these rear axle at¬ 
tachments, shown in figs. 2 to 5, usually give a 
capacity of about a ton, ninety per cent of the 
load being carried on the heavy rear axle of the 
truck attachment. The gear ratio is generally 
about 6 or 7 to one, thus decreasing the speed, and 
increasing the power and hill climbing ability. A 
speed of 15 to 18 miles an hour can usually be ob¬ 
tained with a one-ton truck adapter. 

The method shown in fig. 1, which merely changes 
the length of the frame, and uses the standard Ford 
rear axle system, is only suitable for those having 
light, but bulky loads to carry—such as, millinery. 

Overloading the engine. The engine will not be 
overloaded, when used to pull one of these one-ton 
trucks, because the gear ratio* is so lowered that it 
can cope with the added load successfully. How¬ 
ever, these trucks should be driven with reasonable 
care, and kept in good running order. The ra¬ 
diator should be kept well filled with water, the 
fan belt kept tight, and the carbon removed and 
the valves ground more frequently than is neces¬ 
sary with less arduous pleasure car use. 

Speed. If these truck attachments are not driven 
at a higher average speed than twelve or fifteen 
miles an hour, the life of the engine and the truck 
attachment will be greatly lengthened. 

♦^Trailers. 

Trailers are divided into two general classifica¬ 
tions. The two-wheeled, or cart type; and the four- 
wheeled, or wagon type. The two-wheeled type is of 
course much simpler and does not require any steer¬ 
ing gear, being simply attached to the rear by a ton¬ 
gue and flexible connection. The attachment is usually 
made to the center of the rear cross member of the 


chassis frame, where the spring is fastened—the 
spring clip holts often being used to fasten the 
trailer connection. 

On level country roads, Ford cars are sometimes 
used to pull from three to five of the light, two¬ 
wheeled trailers. When much used for pulling trai¬ 
lers, it is advisable to change the bevel gear and 
pinion in the rear axle, so that a gear ratio of 
4 to 1 can be obtained. This lessens the strains on 
the engine, transmission, and other parts of the 
power plant. 

The capacity of the two-wheeled trailer, is usu- 
ally about half a ton, although some are made of 
three-fourths ton capacity. 

The capacity of the four-wheeled type of trailer, 
is usually one ton or more. But a one-ton trailer is 
about as large as should be used in connection with 
a Ford car. 

Speed with trailer attached is but little below 
that of usual touring car speed. Twenty miles an 
hour is usual speed. 

Load distribution, on two-wheeled trailers should 
be divided evenly in front of and behind the axle. 
Otherwise, severe strains will be placed on the con¬ 
nection between the car and the trailer, and the 
car may have to carry part of the load. 

The coupling, or connection, between the car and 
trailer should be quickly detachable and provided 
with a cushion spring to absorb jerks and shocks 
when starting and stopping. 

There are many firms who supply fittings for 
converting Fords for commercial use. One is the 
Unity Motor Truck Co. of Cleveland, Ohio, who 
manufacture fittings for converting a Ford into a 
1250 lbs. truck or delivery wagon. The claim is 
that conversion can be made in 2 hours without 
drilling any holes. 


In No. 1 the Ford 
rear axle and spring are 
retained. The wheel¬ 
base is increased by the 
introduction of a frame 
section either at some 
point near the center 
or at the extreme rear. 
An additional piece of 
driveshaft of the same 
length as the increase 
in the Ford wheelbase is 
used to transmit the 
power to the rear axle. 


In No. 2 the addi¬ 
tional load capacity is 
taken care of through 
the use of steel wheels 
with housings carried on 
roller bearings inde¬ 
pendent of the Ford 
axle, which is used in¬ 
tact. Supplementary side 
springs attached to the 
body are employed. 


The five general types 
of Ford adapters, class¬ 
ified according to what 
parts of the Ford are 
retained in the converted 
vehicle, shown in ele¬ 
mentary side and per¬ 
spective sketches to in¬ 
dicate the changes made. 
The shaded portions in¬ 
dicate those parts which 
are added. Note that 
the Ford wheelbase is 
increased in all five 
classes except the sec¬ 
ond. 


CHART NO. 368—Converting the Ford for Commercial Use. 

*Usually 4 to 1, sometimes 6 or 7 to 1. **See also page 74G. ***See page 825 for Ford truck and page 821 
for dimensions of the Ford model T chassis. 


\ 





















































































MISCELLANEOUS 


823 



Ford 10 gallon gasoline tank. Measurement of 
depth of gasoline in tank. (See also page 801.) 




- PRIMING CUP 
NOTCH 


ASBESTOS 

PACKING 


HOME PRIMING BOLT. FOR THE' 
FORD 

The cylinder head bolta are re¬ 
moved, and the heads drilled aa 
shown. The special bolts are then 1 
Inserted, and permit the motor to 
be readily primed 



Bend 

czz 


yw 


on Dotted Lines 


ifliiiiftniifniini »n°i! iiFrmfr 


X 


Front View 





Visor Windshield Protector. 

To prevent rain and snow on wind¬ 
shield, a straight piece of fibre 
or thin sheet metal (6 to 10" wide) 
should have the corners bent at 
right angles, as shown by the 
dotted lines in the sketch. These 
side flaps keep the snow from 
blowing in at the sides and help 
to support the front edge of the 
visor. The rear of the visor should 
be fastened to the lower side of 
the front bow of the top, by means 
of a number of small, round head 
wood screws and washers. (Ford- 
owner.) 


Priming Cups. 

To fit priming cups to a Ford cyl¬ 
inder head, replace four of the cap 
screws with studs .drilled as shown. 
Drill four %" holes through inner 
wall of head. Home Light Co., 3353 
Milwaukee Ave., Chicago. 



Gasograph is 

a gauge placed 
on dash which 
indicates quan¬ 
tity of gasoline 
in main gaso¬ 
line tank. Adaptable for all cars using 
gravity or vacuum feed. Manufactured 
by New Standard Adding Machine Co., 
3701-X, Forest Park Blvd., St. Louis. 


*Tires. 

Two Ford cars may be so changed 
that both can have three and 
one-half inch tires all around 
without extra expense, except the 
excess of tire size. Remove .the 
wheels without hubs from the 
front of one car and the rear of 
the other. Place thirty by three 
rims all around on one car, and 
thirty by three and one-half on 
the other. Put thirty-one by 
three and one-half tires on the 
car with three inch rims, and 
thirty by three and one-half tires 
on the other car. This gives equal 
size all around and extra size. 

Spokes and rims can be had 
complete from Ford Co., ready to 
assemble to fit in hubs. 

Extra oversize tires; the 30x 

3 front rim on a Ford will take 
a 31x3% tire or a 32x4. 

The 30x3% rear rim will take 
a 31x4 or a 32x4% tire. The 

4 and 4% inch of course will 
fit tight and are not recommend¬ 
ed, but it can be put on by 
lapping the beads slightly. 

Demountable Rims 
and Wheels. 

The advantages of demountable 
rims are explained on page 551. 
Rims for 30x3% tires all round 
will make riding easier, longer 
life for tires and only one size 
tire and tube to bother with. The 
Firestone Tire and Rubber Co., 
Akron, Ohio, make this equip¬ 
ment for Ford and Chevrolet cars. 
The outfit consists of 5 rims for 
30x3% tires, 4 applied to wood 
wheels and 1 spare; 24 hub bolts 
and socket wrench. 



Internal wiring diagram of entire electric system as used on Ford enclosed cars explained on pages 


864A, B, C, 


Wiring: Single wire system. Frame serves as one wire and is connected with negative (—) terminal 
of battery. 

There are eight circuits, each of which may be traced separately as follows: (1) Charging circuit 
(generator to battery as per arrow points); (2) Starting motor circuit; (3) Tail lamp circuit; (4) Head 
lamp circuit (bright); (5) Head light circuit (dim); (6) Ignition from battery; (7) Ignition from mag¬ 
neto; (8) Horn circuit. 

Currents: Generator delivers 6 to 8 volts direct current with maximum of 12 amperes. Battery de¬ 
livers 6 volts (direct current). Starting motor requires about 225 amperes at 4 volts. Magneto generates 
alternating current from 5 to 26 volts, with a maximum of 9 amperes. Coil secondary current in the 
ignition circuit carries a current of extremely low am perage at 15,000 to 25,000 volts. _ 

CHART NOT369 —Accessories for^thtTFord7 Wiring Diagram, see also, page 8G4B. 

The speed of an engine can be determined by counting the number of impulses or movements one valve makes 
per minute Every two revolutions of crankshaft, valve will move once, therefore if valve moves 200 times per 
minute crankshaft would turn 400 times. This is about the limit one can count. Above this a speed indicator, 
page 700, or tachometer, page 921, is necessary. The Ford magneto should generate 7 volts at 400 r. p. in. *See 
page 8G4-A for tires on Ford enclosed cars and also, pages 553 and 825. 








































































































































































824 


FORD SUPPLEMENT. 


Miscellaneous Ford Accessories. 




taining nuts after axle has been placed in the axle stand (fig. 5). 

Fig. 3. Styled a jew speeder wrench; used in removing the %<j" flange 
nuts and bolts holding the two halves of the axle housing together. (Motor 
World.) 

Headlight control of a Ford, to keep the brilliancy or intensity of the 
lights equal at low or high engine speeds—see page 795. 


Gasograph gauge, see page 823. 


A spindle bushing re¬ 
mover is shown to the 
left. The knurled end 
is inserted through either 
bushing and pulled 
through until the ex¬ 
pander slips over the in¬ 
side end of the bushing. 
Then by tapping on the 
knurled end of the tool 
with a hammer the bush¬ 
ing is readily removed. 
By reversing the tool the 
opposite bushing is read¬ 
ily removed. Made of 
carbon steel, spring 
hardened. (G. H. Dyer, 
Cambridge, Mass.) 


*The Delco-Light Plant. 


This subject is out of place here but will be shown, in order to give the reader an idea of the prin¬ 
ciple of construction of a modern farm lighting plant. The gasoline engine runs the dynamo and the dy¬ 
namo charges the battery, which source of electric supply is used for lighting, power, etc. Manufactured 
by Domestic Engineering Co., Dayton, Ohio. 

The mercury-cooled exhaust valve is used in some of the Delco farm lighting plant engines. With 
high duty internal combustion engines the exhaust valve is subjected to direct blasts of exhaust gases of 
about 1,800 deg. Fah. The only provision heretofore, for radiating the heat from valve head (H) and stem 
was through the valve guide, therefore the stem often became red hot—result, warping and loss of com¬ 
pression at valve seat. 

Principle: The effect of the mercury contained within the valve is of course to transmit the heat 
from the hottest part of the valve up to the portion of the valve stem, which is exposed to the atmosphere, 
and which has a series of aluminum radiating fins (F) connected therewith, to facilitate the cooling of the 
va-lve. 

The mercury (M) under normal temperature is in liquid state and rests at bottom of valve stem—as 
heat is. absorbed by valve stem and transmitted to the mercury, the mercury is vaporized and immediately 

rises until coming 


OIL HOLE 



OIL-LESS BEARING 


INTAKE VALVE 


CYLINDER HEAD 


MIXING VALVE 



into contact with the 
cooler part of the 
valve stem, when it 
will undoubtedly con¬ 
dense and flow back 
to the bottom of the 
stem to again be 
vaporized and repeat 
the previous opera¬ 
tion. 


NEW DEPARTURE 
BALL BEARING 



exhaust valve. 


CHART NO. 369A—Miscellaneous Ford Accessories. Delco-Light Plant. 

*The Delco plant is well suited for automobile storage battery charging and lighting of garages. 





















































































































FORD AND DODGE TRUCKS. 


825 


Dimensions of 
the Ford 
truck chassis, 
from which 
one can esti¬ 
mate dimen¬ 
sion for suit¬ 
able bodies 
for various 
purposes. See 
also, page 
821 and foot 
note page 776. 



BOpy BRACKET HOLES 


MINIMUM CLEARANCE BFT. T 

B0DV&'JJHEELT0BE4I > ^ 


W 

LOCATION OF MUFFLER 
j BRKT. BOLT HOLES 

[ TOP Of FRAME ^ 


123 WHEEL BASE 





Dodge Light Delivery. 

The specifications are similar to those of the 
standard passenger car, except that various part* 
have been strengthened. 

The gasoline tank is beneath the driver’s seat, 
and the steering wheel has been set at a higher 
angle to give a greater loading space. 


Maximum load 

Tires . 

Loading space 
Wheelbase . . . 

Clutch . 

Gear ratio . . . 
Body . 


1000 to 1500 lbs. 

.33 x 4 

.72 x 43 in. 

.114 in. 

.dry plate 

.4 to 1 

.steel 54 in. high 


Ford Truck. 

Engine, with its ignition and carburetion, cooling 
and lubrication system is the same as the model T 
—see page 770. 

The clutch is the standard Ford multiple disc in 
oil, delivering the drive to a two-speed planetary 
gearset in unit with the engine. From here the 
final drive is by means of a propeller shaft and 
overhead worm instead of a bevel pinion gear. 

The ratio in the worm gear is 7.25 to 1, giving 
a total gear ratio in low of 19.9 to 1, and a total 
ratio in reverse of 29 to 1. 

From the worm the drive transmission passes 
through the bevel gear differential and semi floating 
rear axle to the rear wheels. 

The Ford truck is rated at 1-ton capacity and 

has pneumatic *tires in front and solids in rear; 
it has overhead worm drive. 

Wheel base is 123" instead of 100". Weight 
truck chassis, solid tires in rear 1395 lbs.; with 
demountable rims for pneumatic tires, 1340 lbs. 

The springs are the same as those used in the 
Ford passenger car excepting that they are made 
heavier in the rear to withstand a great load. This 
is a transverse type having an arch in the center. 

Wheels are wood artillery type. Brakes, steering 
gear, control system, etc. is the same as the 
model T. 

The principal changes are in the rear worm 
drive, heavier rear spring and *tire equipment. Tail 
and side lights are oil. 


Ford Engine In a Boat. 


Length of boat suggested 20 to 22 ft. by 5 ft. 
beam and 1 ft. draft, the latter being for the hull 
only. The over-all draft or water the boat draws 
is determined by the size of the propeller. If there 
are obstructions in the water where boat is to be 
used, then better fit some form of skeg or protec¬ 
tion below the propeller. 

In mounting the engine fit strong oak cross-mem¬ 
bers in the engine compartment and fasten it in 
place with lag screws using the same brackets fas¬ 


tened to the engine. Leave the transmission at¬ 
tached and mount the powerplant so it will be 
level when the boat is in the water and under way. 
Boats rise out of the water when traveling fast, so 
you must make allowance for this. The engine will 
oil better when on a level. Proper adjustment can 
be made with shims under it. 

The illustration shows a cranking device so the 
engine can bo started from the seat. Arrange to 
drive a centrifugal or gear pump to force the cool¬ 
ing water around the jackets. Be careful 
not to get this pump too large, or the en¬ 
gine will be overcooled. Arrange to run 
some of the overflow water into the ex¬ 
haust pipe, a foot or more from the en¬ 
gine, which will help to muffle the noise. 

It is hard to give specific propeller di¬ 
mensions, but if built somewhat after the 
design shown, one having a diameter of 
15 in., three blades and a pitch of 22 in. 
would be about right. (Motor Age.) 



OH All T NO. 370—Ford Truck. Dodge Light Delivery. Ford Engine Fitted To a Motor Boat. 

♦Ford truck is now $550 with 32x3% solid tires rear, and 30x3 pneumatic front, or $590 with pneumatic tires 
32x4% rear and 30x3% front with demountable clincher rims. Oil in Ford truck differential should be level with 
upper oil plug. Mobiloil O, or 600 heavy transmission oil should be used. Timken roller bearings are now used 
in front wheels of Sedans, Coupes and Trucks. 

















































































































































































FUEL TANK (KEROSENE) 


WATER 

TANK. 


ENGINE 4X5 IN 


RADIUS 

MEMBER 


WORM 

GEAR 

DRIVE 


CLUTCH 


FORD TR/XCTOR 

Sectional view 


The driving wheels are 42 in. in di¬ 
ameter and are provided with suitable 
traction lugs on the rims. The best 
shape of lugs is one of the detail* 
which is engaging the attention of the 
engineers at present, a self-cleaning 
lug being the object aimed at. 


CHART NO. 371—Ford Tractor. 

There are two power ratings on the Ford tractor, termed 10-20. 10 h. p. is the draft powder; that is the engine 
at 1000 r. p. m. developes a draw bar pull of 10 h. p. and at the belt pulley the brake h. t>. is 20 


Eoad clearance is 11 inches. Low¬ 
est point being the fly wheel housing. 

Crank case can be dropped while 
tractor is standing on its wheels, only 
part necessary to remove is the radius 
rod. Tractor will turn in a radius 
of 21 feet. Transmission ig three 
speed and reverse, gear type. 

Do not use model T ignition coil 
units on tractor engine. 


verting a standard Ford 
model T chassis into a 
tractor. 


STEERING 


TRUNNION bearing 
WORM CASING 


\ BUILT UP 


WORM WHEEL CASING 


CTf.'CfJiM/: Ford Tractor 

is manufactured by 
Henry Ford & Son, 
Dearborn, Michigan. 

From an engineering 
standpoint the 
Ford tractor dif¬ 
fers and posses¬ 
ses characteris¬ 
tics which dis¬ 
tinguish it from 
others. 

The crank case, 
gear box and 
axle housing 
serve also as the 
frame of the ma¬ 
chine. The weight 
is 2,500 lbs. 

Engine—4 cyl¬ 
inder, 4 in. bore 
by 5 in. stroke. 
L-head< block 
type, having a 

displacement of 251.3 cu. in. Delivers 22 h. .p. at 
1,000 r.p.m. This is with kerosene and at com¬ 
pression of 60 lbs. 

Valves: Dia. iy 2 ", lift %e". Timing: Inlet opens 
%4 to l/ie" after top, distance from top of piston 
to top of cyl. block being % 4 "; Inlet closes %6 to 
1 % 2 " after bottom, distance top cyl. to top of pis¬ 
tons 4 i %2 to 4%"; Exhaust opens %" before bot¬ 
tom, distance top cyl. to top piston 4 11 / 4 6 " 5 Exhaust 
closes on top, piston being i/iq" above cyl. block. 
Valve clearance .020". See also, page 785 for 
Ford model “T” engine. 

Fuel is carried to an overhead kerosene tank hav¬ 
ing a capacity of 21% gallons. For starting, gaso¬ 
line is used, and a gasoline tank holding 1 quart. 

Cooling by thermo-syphon. Water carried in an 
11 gallon tank. A four blade fan is used. 

Ignition by fly wheel magneto. There are ten 
magnets clamped to fly wheel which rotate behind 
the stationary armature. 

Voltage of magneto varies with speed of engine 
from 6 to 14 volts. 14 volts at 1,000 r.p.m. 

A high tension coil is used. The timer and dis¬ 
tributor are driven by a vertical shaft through 
mitre gears from cam shaft. 

Carburetion is by a Holley vaporizer—chart 372. 

Oiling is constant level splash. Capacity of sys¬ 
tem is 2 % gallons. 

Drive from engine, through multiple disc clutch 
running in oil. There are 17 tempered steel discs 
in clutch with face of l%e w - The outside diam¬ 
eter of discs is 7 in. and are held in engagement by six 80-lb. springs, giving total pressure of 480 lbs. 
Thence through a 3 speed gear type transmission to worm, thence to worm gear on rear axle. 

The worm gear is of undermounted type. It comprises a 60-deg., double-thread straight worm having 

a pitch of 1.2 in. At the rear end the worm shaft is supported in a duplex radial and thrust bearing. The 
worm is made of chrome vanadium steel and the worm wheel of aluminum bronze, which is composed of 10 
per cent aluminum and 90 per cent copper. 

The worm wheel is secured to the differential housing by twelve bolt*. The differential, which is a four- 
pinion type, transmits the drive to the semi-floating axle. The driving wheels are mounted on the shaft by 
means of a slotted, tapered hub filling provided with a flange drilled for four heavy cap screws. The hub 
piece is splined at the axle connection, to render the transmission of the driving torque more secure. 

Tractor speeds: with engine speed of 1000 r. p. m.: Low speed, 1% m. p. h.; second speed (plow¬ 
ing), 2% m. p. h.; high speed, 6 % m. p. h.; reverse, 2% m. p. h. Note: use gear changes to obtain 

variations of speed. Never run engine above proper speed. The speed can be judged by observing the 
number of complete turns made by rear wheels in one minute: In low gear, rear wheels turn 12 times; 
second gear, 22 times; high gear 54 times; reverse, 21 times per minute. The greatest pull of engine 
(tfrque) is at 1000 r. p. m. 

Steering is through a bevel gear 
■ector and pinion, with a ball-end drop 
arm connecting through a large rod to 
the front axle cross arm. 


TRUNNION 
BEARING 
SUPPORTING 'FRONT AXLE 
FRONT OFUNIT 
ON AXLE 


'BALL JOINT OF 
RADIUS MEMBER 


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THREE SPEED 
GEAR CASING 




FLY WHEEL %> CLUTCH CASING 

























































































































































HOLLEY VAPORIZER. 


827 


♦Holley Kerosene Vaporizer. 



TO v 

A!f? 

VASHEt? 


' HEAT 
SHUNT 
VALVE 


hr.. 

[ [U 1 

jCJr 

«-n 

18 <p 

rm_£3_ 

K , ~ 



V - 

6(o\ il 

Ui 


— MAIN AI2 VALVE 

TO AIR WASHER 

■_J 




The Holley vaporizer puts kerosene into 
the proper vaporized condition by mixing it 
with the correct percentage of air to take 
care of the kerosene vapor after it has been 
formed, and by means of heat applied in a 
progressive degree converts this primary mix¬ 
ture of kerosene and air into a mixed vapor¬ 
ous condition. 

Heat Is Regulated. 

Probably the most notable point of depart¬ 
ure of this system as compared with others 
is the method of shunting the heat, which en¬ 
ables the efficient use of the different fuels 
under different temperatures. 

Another point which should be noted in the 
Holley system is the use of the thin-walled 
brass tubing for vaporizing the fuel. This 

is made as light as it is commercially possible 
to obtain it, and by means of the rapid flow 
of heat possible through and around this thin 
tubing it is possible to use one float chamber 
and to shift from gasoline to kerosene in 
from 15 to 30 sec. after starting. 

It has been the experience of the Holley 
company that slight alterations in engine de¬ 


sign are necessary for the use of kerosene. 
The compression can vary from 45 to 70 lb., 
according to the efficiency of the radiator. 
On the average engine a compression of about 
65 lb. is best for kerosene. 

Only One Float Chamber. 

On the particular type to be described there 
is but one float chamber, and this is for kero¬ 
sene. 

The gasoline for starting is admitted by 
means of a mixing valve or jet which is only 
in operation for a short time and which cor¬ 
responds very closely to the choke tube used 
on gasoline carburetors for starting purposes. 

The kerosene enters the float chambers at 

(22) and is controlled by means of an ordin¬ 
ary type of float mechanism. 

From the float chamber the kerosene passes 
through an orifice controlled by a needle valve 
(N) to the top of the jet, where it is atomized 
by approximately 10 per cent of the total air 
required for combustion. This action of ato¬ 
mizing is done by the ordinary type of spray 
nozzle, the air being induced by the suction 
of the engine. 



The mixture of atomized fuel and air 
is then drawn through the vapor tube 
(A) situated in the heater chamber of 
the special exhaust manifold (B), where 
the fuel is vaporized in its passage 
through the coiled tube (TT). The re¬ 
latively rich mixture is heated progres¬ 
sively higher in temperature in its pas¬ 
sage through the vapor tube, and by 
applying the heat at progressive stages, 
deposits due to decomposition products are avoided. 

The temperature of the rich vapor can be regulated by means 
of the shunt valve (C) controlled by the lever (D), whereby 

—continued on chart 373. 



CHART NO. 372—Holley Kerosene Vaporizer Used on Ford Tractor. 

*See page 831 for Kerosene difficulties and page 754 for other Kerosene Carburetors. 


























































































































































































828 


FORD SUPPLEMENT. 


—Holley vaporizer continued, 
more or less of the hot exhaust gases can be 
caused to come into direct contact with the 
vapor tube, thereby compensating for varia¬ 
tions in fuel or operating conditions, such as 
a cold, wet day and a dry, hot day. • 

From the heater chamber the vapor tube 
issues and is connected through the shifter 
valve (E) to the venturi tube situated in the 
mixer chamber (F). 

Cold Air Dilutes Mixture. 

At the venturi tube the rich vapor is di¬ 
luted with the additional relatively cold air 
required to form a combustible mixture. In 
other words, this is the point where the action 
of the ordinary carburetor is paralleled quite 
closely, with the exception that instead of 
gasoline, and air being mixed, a relatively 
rich mixture of fuel plus 10 per cent of the 
necessary air is admitted in place of the fuel 
alone, and in addition the other 9 0 per cent 
of the air required is supplied. The addi¬ 
tional air required is admitted through a spe¬ 
cial form of air valve which governs the air 
admitted in accordance with the throttle 
position and requirements of the engine. 

After the mixture of rich vapor and cold 
air has taken place the combined mixture 
passes the throttle into the inlet manifold 
and thus enters the engine. 

The shifter valve (E) performs a double 
function. In one position it serves for start¬ 
ing purposes using gasoline as fuel, at the 
same time closing off communication between 
the vapor tube and the mixer chamber. It 
is to all intentions a simple two-way valve 
which, in one position, allows the suction of 
the engine to fall on the starting generator 
in communication with the gasoline reserve 
tank, and in the other position is in com¬ 
munication with the coil vaporizng tube 
above described. 

The gasoline for starting is supplied from 
a small auxiliary tank connected with the con¬ 
nection (G) on the shifter valve housing, 

passing through the valve into the venturi 
tube, "where it meets the air induced by the 
suction of the engine in its passage into the 
intake manifold. The regular running posi¬ 
tion is, of course, provided when the shifter 
valve is turned to allow direct communi¬ 
cation with the coil vapor tube. 

Air Washer. 

In England, where this carburetor is in use 
to a great extent an air washer is employed 
in connection with the vaporizer. It is a sep¬ 
arate and distinct device. The scope of this 
air washer is to remove any deleterious mat¬ 
ter in suspension, such as dust, -which is inimi¬ 
cal to the engine, from the air to be mixed 
with the fuel and passed to the combustion 
chamber. But cars employed in ordinary 
service, where dust is not generally encoun¬ 
tered, at least not in material quantities, need 
not be fitted with this auxiliary. 

The air washer consist of a tank (J) fig. 5 
carrying a quantity of water through which 
the air destined for admixture with the fuel 
is forced. 

The air enters through a tube (D) attached 


to a float (H), the lower end of the tube be- 
'•ag immersed about in. This depth is 
maintained by the float, above which is set 
a number of baffles (FG) to prevent large 
drops of water passing with the cleaned air 
from the scrubber. Owing to the cap (C) 
fragments of dirt are unable to enter the 
tube, while this cap furthermore acts as an air 
cut-off valve when the water has fallen low, 
automatically stopping the engine and warn¬ 
ing the driver that the tank (J) requires a 
fresh water charge. If this cannot be given 
at the moment, the water filler (I) may be 
used as an emergency air inlet. Further pro¬ 
tection to the upper end of the float tube is 
assured by the housing (L), so that all air is 
compelled to pass between this housing and 
the upper tank at low velocity. 



Experience has proved that this wet method | 
of cleaning the air is preferable to all others, 

because it brings about the complete removal 
of all dust associated with the air, requires j 
very little power for its operation, is of com¬ 
paratively small dimensions, and imparts a 
slight increase of power delivered by the en¬ 
gine when an exhaust-heated carburetion sys¬ 
tem is employed. 

Water consumption naturally varies ob¬ 
viously, being high when low humidity com¬ 
bined with a high-air temperature conditions 
obtain, and vice versa. 

So far as the trials have b.een carried, it 
would seem as if the water consumption ranges 
from 1-10 lb. to 1-20 lb. per horse-power per 
hour—in the case of a 20 h.p. machine from 1 
lb. to 2 lb. per hour—with humidity ranging 
from 25 to 75 per cent and an air temperature 
of 80 degrees Fahr. 

Since no water leaves the washer in the 
form of drops, but only in the form of satura¬ 
tion of the air, this water consumption can¬ 
not be reduced by mechanical agency. It may 
be pointed out that the air leaving the washer 
is not completely saturated. 

The washer is applicable to any carburetor, 
whether exhaust heated or otherwise. In the 
latter instance no adjustment is required. 
Test has shown that with gasoline no differ¬ 
ence to engine power output is noticeable by 
the introduction of the washer, it merely over¬ 
comes all risk of dust entering the cylinder. 


CHART NO. 37.3—Holley Kerosene Vaporizer—continued. Air Washer. 

Another popular Air Washer is manufactured by The Wilcox-Bennett Co., Minneapolis, Minn, and Donaldson 
Engineering Co., St. Paul, Minn. 


















































ADDENDA. 


829 


INSTRUCTION No. 49-A. 

ADDENDA: Additional matter on Tractors, Tractor Engines, 
Truck Engines and Repairs. Truck and Tractor Engine 
Ignition. Governors. Motorcycles. Repairing Tops. 

Tractor Drive Methods. 




pig. i Chain tread 



Fig 2 Roil track. 



Fig. 3 semi-rail-track 


This subject was dealt with on page 752. 
Under this head, additional information will 
be given on it. 

For a tractor to travel over all kinds of 
roads it is necessary that it lay its own 

track or road 
in many in¬ 
stances.There¬ 
fore some 
means of pre- 
senting a 
large surface 
to the ground 
on which the 
weight may 
be supported, 
to pre vent 
sinking into 
soft soil, 
must be pro¬ 
vided. There 
are several 
methods em¬ 
ployed, the 

most common being the flat wheel tread, 
chain tread and rail track tread. 

The flat wheel tread is the type shown on 
page 826 as used on the Ford and “Twin 
City," page 830, and other light tractors. 
On some tractor wheels the projecting treads 
are detachable and can be removed and deep 
or shallow treads applied according to the 
condition of the soil. 

The chain tread is furnished by stretching 
a movable chain of various constructions 
over and around two wheels, which has the 
effect of presenting considerable flat sur¬ 
face to the ground between the two points 
of support. The tread is 
made to move or crawl 
by driving the sprocket 
support wheels which 
have cogged teeth to 
engage cogged teeth on 
the inner faee of the 
chains—see fig. 1. 

The above would be 
termed the chain tread, 
because the weight of 
the tractor is supported 
on the wheels with di¬ 
rect ground contact with 
the chain tread and 
minus the rail track. 


widely in principle to that of the “flat 
wheel tread'' and differs from the chain 
tread in that a “rail track" is provided. 

The point aimed at by the designers is to 
secure not merely that the entire weight of 
the machine shall be evenly supported on 
the large surface of the chains, but that 
there shall be no arching of the chains, 
and that the wheels which do the driving 
shall carry little or no weight, whilst the 
wheels which carry the weight not only do 
no driving at all, but run on rails and are 
not affected by the pull of the chain, and 
this result is secured in the following manner: 

The weight of the tractor is supported on 
two axles or trucks, which carry, the one 
the driving or track sprocket wheel and the 
other an idle wheel of similar size, and the 
axles also support a beam or connecting bar 
beneath which are mounted a series of 
smaller idle or truck track wheels with 
smooth faces, formed to run on the rails or 
track. 

The weight of the machine is carried on 
wheels which run on rails or track. 

The chain itself, it will be noted, (see fig 
4), is driven by the track sprocket which is 
driven by the engine through a counter 
shaft and gear transmission. As the chain 
tread (also called track link shoes), are 
made to revolve over the drive sprocket 
and track idler, then it will be noted, the 
tractor is really running on rails or a track, 
which are being laid down for the track 
wheels to revolve upon. 

Although there are numerous methods of 
design employed for the construction of this 
chain or outer shoe, as it is termed, the 
principle is very much the same. The dif¬ 
ference however, between the “chain tread’ ’ 
and the “rail track’’ tread is made quite 
clear in the illustrations fig. 1 and fig. 2. 


THRUST 
ROD 


TRARK CARRIER 


TRACK 


TRUCK SPR1MG- 


TRACK. 



REAR TRUCK 
FRAME 


The rail track tread 

is represented by the 
Caterpillar and Cleve¬ 
land, which differs 


One oft>€ REar 
TRUCK TRACK WHEELS 


PWOT 

SHAFT 


FRONT TRUCK 
FRAME 


Fig. 4. 

The track-laying portion of a Holt caterpillar. The rear sprocket tranr 
mits the drive pulling on the portion ot' chain which is lying flat on 
the ground. Weight of tractor is carried by the 5 truck track wheels 


*See also pages 752 and 753. 





















































830 


TRACTORS. 


The Cleveland Light 
Tractor. 

Drive, “rail-track,” page 
329. Also termed the “craw¬ 
ler” principle of drive. See 
page 831 for description. Note 
pulley in front for belt power 
aBe. Also note driving sprocket 
(■ i-n the rear. 

The Caterpillar 120 
H. P. Military 
Type Tractor. 

Drive, typical “rail-track,” 
see page 829, fig. 4. Drive 
sprocket is driven by chains 
from a countershaft which is 
driven by a gear transmission 
and clutch. Engine, six cylin¬ 
der; vacuum fuel feed (V) 
method employed as explained 
on page 165; gasoline or kero¬ 
sene is used—fuel tank is (T). 
A mechanical oiler (O), similar 
to system explained on page 
195 is employed. Ignition by 
K. W. magneto (J). A throt¬ 
tling type governor for con¬ 
trolling speed of engine through 
carburetor is employed. In fact 
the principle of operation of 
engine is similar to an auto¬ 
mobile engine. Access to crank 
case is through hand hole plates 
(L). Steering by wheel (S) 
which operates wheel (W). 
Radiator (R). Spark and 
throttle control (C). 



Gasoline and 
Kerosene Tank 


Gear Shift 
Lever-. 


Radiator. 


Cleveland, 


Endless Track 


Steering Wheel 


Brake ~ 
Lever—' 
Governor 
Control- 


Bearings of Lowery 
Track Wheels " 




Tractor Transmission—“Twin City-16” as an Example. 


R—is a band brake around drum which contains 
the differential gears. Belt power is obtained by a 
■haft (not shown) above and forward, driven from 
gear (N). 

Clutch is the contracting band type which fits 
over projecting rim (C) on fly wheel page 832. 
It is operated from seat by shifting clutch yoke 
(X) above. For high speed, (2% m.p.h.), the 

power is transmitted through gear (A), then (B) 
through sliding gear (D) to (F), thence to bull pin¬ 


ions on end of shafts (W), which drives the inter¬ 
nal gear in the wheels. For low speed (2 m.p.h.), 
sliding pinion (C) meshes with (E). For reverse 
(2% m.p.h.), power is delivered from (D) to (F) 
through a floating pinion mounted in the upper half 
of the transmission (not shown). The floating pin¬ 
ion is also a sliding pinion, so that when in neutral 
position it is slid out of mesh with gear (F), but 
continues to run idle with pinion (D) when in neu¬ 
tral (as shown in position (D) is now). 


CHART NO. 374—Example of Modem Light Tractors for General Tractor and Belt Use: The 
Cleveland and Twin City “16.” The Caterpillar Tractor. 

*See also pages 752 and 753. 



























































ADDENDA. 


831 


The Transmission of Power 


is usually from engine to clutch, thence to 
a gear transmission, thence to a counter¬ 
shaft, from which the drive sprocket is 
driven by a chain. On wheel driven types 
there is often an internal gear drive in the 
wheel. 

On several new machines a regular truck 
gearset is employed with three ratios, this 
being coupled to a jackshaft incorporating 
a constant large reduction through a pair 
of spur gears. More than one machine is 
using a worm gear ahead of the last spur 
train, so that the worm speed is the same as 
that of the crankshaft on high gear. There 
are usually, 2 or 3 speeds plus a reversing 
gear which allows the different ratios to be 
used ahead or astern. 

Clutches—many are still using the old 
style expanding or band clutch. The cone 
or disk clutch is coming in favor. 

Kerosene 

Kerosene is being used to a great extent, 
but gasoline is generally used to start on. 
Very few tractors operate on kerosene alone 
with any degree of satisfaction. 

Kerosene needs more than a heated car¬ 
buretor—the mixture itself must be heated 
to prevent condensation in the manifold, as 
explained on pages 157, 155 and 160. Also 
see the Holley, page 827. 

Where kerosene is used, on account of this 
condensation, one manufacturer clearly 
states in his instructions: “If kerosene is 
used; it will be absolutely necessary that oil 
in the crank case of the engine be changed 
after every 20 hours running. ” This is due 


A clutch lever for throwing out the clutch 
is used more than clutch pedal, however, 
many are now adding the clutch foot pedal. 

Tractor Engines. 

The type of engine used on tractors differs from 
the regular automobile engine only in a few de¬ 
tails. It is constructed somewhat heavier with 
larger bearings. It runs at a constant speed 
most of the time, therefore greater heat is de¬ 
veloped and more cooling surface is necessary, 
a governor is employed. Engines for tractor use 
are usually four cylinder or double cylinder op¬ 
posed type. Average compression of a truck or 
tractor engine is 60 to 70 lbs. See also page 753 
and foot-note page 832. 

Tractor Engine Ignition. 

The magneto is generally used with an impulse 
starter—see pages 832, 255, 277. Spark plugs 
on a tractor engine must be the very best as the 
tractor engine, unlike an automobile engine, runs 
for long periods of time at full power and the 
use of low grades of fuel means higher tempera¬ 
ture consequently more carbon. 

Difficulties. 

to the fact that the kerosene condenses if 
not properly heated, and mixes with the 
lubricating oil and thins it down to such an 
extent it loses its lubricating qualities. 

Experiments conducted by the Holley company 
bear out the fact that once the kerosene has been 
thoroughly vaporized (heated) and mixed with a 
sufficient quantity of air to take the vapor by 
means of heat applied in the proper manner, it 
is possible to carry the charge several feet with 
out experiencing condensation. 

When engine smokes excessively, from . 
the exhaust and smoke is black, then this 
indicates that the fuel is not being properly 
combusted, either by feeding too great a 
quantity at carburetor or not being properly 
vaporized. 


Tractor Steering. 


When the three wheel is used—the third 
wheel is operated for steering. 

Where four wheels are used as on the 
Cleveland, for example; then the steering 
gear arrangement is as follows; a train of 
gears are operated by the steering wheel, and 
these in turn apply a brake to one side or 
the other of the axle. This slows up the 
crawler belt of one side of the machine, al¬ 
lowing the other to go ahead at a speed 


ratio corresponding to the resistance placed 
upon the opposite member by the brake pres¬ 
sure. When the brake is applied altogether 
so that one belt or chain crawler is stopped, 
the reduction is iy 2 to %, or, in other words, 
3 to 1, through the differential gears. The ac¬ 
tual drive connection between the rear axle 
and the crawler wheel is by an internal 
gear. The emergency brake is applied 
against a band mounted on the outside of 
the differential drum. 


The Cleveland Tractor. 


It weighs 2750 lb. and is characterized by its 
small size, being but 52 in. long by 50 wide. It 
is rated at 12 hp. at the drawbar and 20 hp. at 
the pulley, and with its crawler or creeping type 
of tread, 600 sq. in. of traction surface are pro¬ 
vided. The overall length of the tractor is 96 in. 

As may be seen from the illustrations the 
powerplant is set well back toward the center of 
the crawler drive; thus the traction surface car¬ 
ries the weight well toward its center so that a 
maximum tractive effort can be secured. The 
radiator, which is at the front of the tractor, is 
the only part projecting forward of the driving 
wheels, and at the rear the driver is seated 

slightly behind the rear axle. 

The frame of the tractor is made up of two 
lide bars mounted on trunnions at the rear axle, 
and the crank case transmission and rear axle 
housings also have their value as structural 

supports. The effect of three-point suspension 
is secured by having the rear connections of the 
•ide bars mounted on trunnions, and in front 
these are connected with the cross spring by 

•hackles. This gives a flexible drive which al¬ 

lows the tractor to work at advantage on unequal 
•tretches of ground. 


The engine is a Buda model R, 3*£ by 5%. 
The characteristics of this engine are such that 
with the gear ratio used on the tractor an efficient 
working speed is obtained at 3 % m.p.h., with a 
maximum working speed of 4 m.p.h. The revo¬ 
lutions per minute of the engine are 1450 at 4 
m.p.h. and 1272 at 3% m.p.h. 

From the engine the drive is transmitted through 
a *Borg & Beck dry-plate clutch to a transmission 
unit developed by the Cleveland Tractor Co. pro¬ 
vided with one speed forward and one reverse. 
The reduction is 25 to 1 in either case. From this 
unit the drive is transmitted through bevel gear* 
to the axle, which transmits the torque to the 

crawler mechanism. The belt pulley is 8 in. in 

diameter and has a 6 in. face. The width of the 

track is 6 in. and the length, 50 in., giving 300 
sq. in. of traction surface on each side of the 

machine. 

The carburetor is a Kingston fitted with a Ben¬ 
nett air washer, the magneto an Eisemann, and the 
radiator a built-up cellular type. The gasoline 
tank is mounted just behind the engine and for¬ 
ward of the steering wheel, the latter being 
mounted upon a vertical steering post with the 
driver seated on a support mounted at the end 
sf a flat steel bracket which acts as a spring. 


*See page 42, 688, 842. 


832 


TRACTOR ENGINES. 





The Twin City “16” 
Tractor Engine. 

Carburetion; gasoline to start 
on and kerosene, alcohol, distil¬ 
lates of 42° Baume or higher, 
and flash point of*not over 120° 
p. Fuel tanks; kerosene 33 gal¬ 
lon; gasoline 3 gal. A Stew¬ 
art vacuum system is used, see 
page 165. Cylinders; 4, L-type, 
5" base x 7 Ms" stroke. Speed 
of engine, 650 to 750 r.p.m.; 
Valves, on the side; Ignition, 
K. W., model TK, enclosed type. 

Tractor Ignition. 

Other K. W. magnetos which 
are used on large tractor en¬ 
gines are models as follows: 

Model H—(4 magnets); for 
engines having normal speed 
greater than 300 r.p.m., and 
which have provision for start¬ 
ing or can be cranked at a fair 
speed by hand. 

Model HK—(4 magnets) ; for 
use on engines the same as 
model H, but has the impulse 
starter for hot starting spark. 

Model HT—(5 magnets) ; for 
use on engines having normal 
speed of less than 300 r.p.m., 
and which have provision for 
starting with air, etc., and will 
furnish a hot spark as low as 
30 r.p.m. and will fire any sort 
of fuel. 

Model HTK—(5 magnets) ; 
for use on engines the same a* 
model HT, but impulse starter 
allows engine to be started by 
hand if air supply is lost, or 
for use on large engines which 
previously had to be started 
with battery ignition. 


Valve, exhaust and inlet side: C—clutch member on fly wheel (F) ; 
K —valve covers; H—carburetor; I—inlet manifold around one branch 
of exhaust manifold which heats mixture; J-E—exhaust manifold; G— 
governor—the lever operates butterfly valve in carburetor; L—fan belt. 


Magneto and lubricating side: M—magneto, K. W. high tension; 

S—shaft driving magneto, which is driven by gear in gear case (H) ; 

O—force feed lubricator driven by belt (B)—see page 195 for the “me¬ 
chanical type;’’ P—water pump; R—breather pipe; Y—hand hole plates 
to reach bearings, and through which pistons and connecting rods can 
be removed; G—governor, “fly ball’’ or “centrifugal” type. 

K. W. Impulse Starter. 


This attachment allows the engine to be started regardless of crank¬ 
ing speed, as the rotor of magneto (inductor type) is held stationary 
while the coupling is moving 80 degrees, then is tripped and thrown 
ahead at the rate of 500 r.p.m., assuring a very hot spark for starting. 
When engine comes up to speed, the starting device is automatically 
thrown out of action, and simply revolves with shaft. The magneto is 
driven at a fixed speed. 

To time a K. W. high tension magneto—see pages 288 and 296. To 
time with impulse starter: (1)—place piston 3 to 5° past top center on 
power stroke: (2)—mount and connect magneto so that the tripping 
mechanism will not trip the impulse starting device until engine is from 
3° to 5° past dead center on firing stroke. 

In starting engine up, place circuit breaker in retarded position and 
press finger down on trigger (ST-14), which releases hook dog (ST-13), 
so that when ratchet notch on magneto comes around in the right posi¬ 
tion the hook dog (ST-13) will engage in the ratchet notch, holding 
magneto back from rotating about 80°, or until engine is from 3° to 5° 
past top firing center, in which position, if the magneto is properly placed 
on the engine, the knock-off cams (ST-11) will disengage hook dog 
(ST-13), thus allowing magneto to jump suddenly forward at a high 
rate of speed, creating a hot spark in the cylinder under compression, 
thus firing the engine, no matter how slowly the fly-wheel is turned over. 

If these instructions are not clear, then put the ratchet catch (ST-13) 
out of engagement and time magneto as shown on pages 288 and 296. 

Cams, see page 298, fig. 9. See also pages 256, 264, 928. 


Fig. 10. The K. W. impulse 
starter is located between mag¬ 
neto drive and armature. When 
engine is cranked, the arma¬ 
ture is held stationary, while 
energy is being stored in com¬ 
pression spring—which is then 
tripped. 


CHART NO. 375—Example of a Modern Tractor Engine. Tractor Engine Ignition—tlie K. W. 


The modern tractor engine differs from the automobile engine; in that it is of heavier construction, long stroke, 
■lower speed governor which throttles the carburetor. Will operate on kerosene or gasoline. With these excep¬ 
tions the principle is the same. See also page 833, the Waukesha, an engine used on light tractors. 










































833 


TRUCK AND L10IIT TRACTOR ENGINE. 



rHAM r NO 370—Example of Truck and Light Tractor Engine; The Waukesha. The Waukesha 
i used on the Gramm, Buford, Chase, Acason and many other makes of Trucks and a number of 
ight Tractors. See also page 71. 


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Fig. 1: Front 
end sectional 
view of the 
Waukesha 4 
cylinder en¬ 
gine. Lubrica¬ 
tion is splash 
system. 













































































834 


ADDENDA. 


f 



Fig. 3—Right side of Waukesha truck engine—note magneto (also see page 
285—type used on this engine. Also see page 312 for setting the magneto;. Cir¬ 
culating pump and magneto are driven from gear (0) fig. 5, page 835, also see 
page 312. 


How to Put 01) 
in Engine. 

Remove breather 
cap (A—fig. ,8). 
Pour oil into 
breather until 
needle float in 
gauge (B) comes 
up to within V*. 
inch of top of 
glass. 

Remove crank 
case hand hole 
plate (fig. 6. 
page 836) and 
fill each trough 
under connecting 
rods. 

Use a thinner 
oil in winter and 
a heavier one in 
summer. 

C—fig. 2, are 
water drains for 
cleaning sediment 
or rust from 
water jacket and 
circulating water 
pump, also for 
draining in win¬ 
ter to prevent 
freezing. 


Engine Oiling System Inspection. 

Drain oil—remove oil pan so you can inspect thoroughly. When system is running prop¬ 
erly a stream of oil is constantly forced through holes A, B, C and D, fig 4. Inspect each 
oil hole carefully and see that they are not clogged or partially clogged up. A piece of waste 
or dirt may have worked into one of the holes preventing the entire flow of oil. 

To test oil flow; with some oil in oil pan, turn oil pump shaft with a pair of pliers as 

shown. If the oil discharges through all of the holes then the pump and oil line are o. k. 

Clean the screen (S), fig. 4. In fact this should b© cleaned often with gasoline, say every 
3 months if engine is run regularly every day. When removing for cleaning, be sure to re¬ 
tain supporting spring inside and make sure of an oil-tight joint being established between 
oil pump screen flange gasket and crank case (see fig. 7, page 836). 

The oil pump is located at the lower left side of engine, when in rear of it—see fig. 7, page 

836 and fig. 2, page 833. It is driven by cam shaft, see fig. 2, page 833. 

Above is oiling system of the models L-M -P-N-R-S-O; SU4R, RU4R, LU4, MU4 and PU4 
Waukesha engine. 

Kinds of Oil To Use. 

Pleasure car; thin. Truck; thicker. Tractor (gasoline); heavy. Tractor (kerosene); heaviest. 

When kerosene is used clean oil pan often and pul in fresh oil—see page 831. 



I 


Fig. 4—Oil pan removed. 


CHART NO. 377—Caring For and Repairing a Truck and Light Tractor Engine.—Waukesha used 
as an Example. 












































TRUCK AND LIGHT TRACTOR ENGINE. 


835 


To Get At The Gears. 



Take off front gear cover carefully. See that no bolts or nuts are mislaid or lost. Also 
be careful, in taking off the ball-race on the governor, to see that none of the bearings drop 
out. Do not put the front gear cover on again until you are absolutely sure every one of the 
ball bearings is in place, and that the paper gasket is in good condition to prevent oil leaks. 

Be sure to mark the gears. It is very important that the gears be kept in exactly the 
same position as when you received the engine. Mark each gear as shown in fig. 5—that is, 

mark the center gear A-B-C as 
shown, then mark the same 
letter on the gear that con¬ 
nects at the particular point. 

In putting the gears on again 
see that the 
connections are 
A-A, B-B, C-C, 
just as marked. 

In marking the 
gears put the 
letter on the 
cog of one 
gear and on the 
correspond i n g 
Space where 
this tooth 
meshes on the 
connecting gear 

Fig. 5 —Showing how the gears are arranged. C — drives the magneto and circu- aa shown 

lating pump; next gear to it is idler gear, placed between the small crankshaft gear B in fig. 5A. 
and 0; the gear on which governor is attached is the gear which drives the cam shaft 
and oil pump and is driven by the idler gear also. Therefore cam shaft gear revolves 
% the speed of crank shaft gear. 


Fig. 5A. 


Operation of Waukesha Governor. 


Two circular weights back in the case behind gear “0’’ fig. 6, are held by—and swivel 
about—the two pins marked “K.’ ’ These weights fly out at speed; moving part “A” out¬ 
ward. This action presses the ball bearing thrust contained in retainer “B” outward in pro¬ 
portion. 



The lever “D” swivels on fulcrum “ C. 
rod “R” in direction indicated by arrow, 
which is of the butterfly type and swivels on shaft ‘' S. 


The movement of “A” causes a movement of 
The movement of rod “R M closes valve “H” 


“It.” Turn- 
in direction 


The adjustment for 
speed is made by turn¬ 
ing screw 
ing “L” 
indicated by arrow 
causes engine to speed 
up, while turning “h” 
in opposite direction 
causes engine to slow 
down. 


The governor is locked 
by locking nut “Q.” It 
is further possible to 
lock and seal the whole 
arrangement by passing 
a seal wire through 
hole in spring housing, 
and through hole in nut 
“G.” 


“F” is a spring, the 
tension of which gov¬ 
erns speed of engine. 
The governor is the 
throttling type and con¬ 
trols the amount of ga§ 
to cylinder—therefore it 
would be termed a throt¬ 
tling type of governor 
of the centrifugal type 
—but by weights in¬ 
stead of balls. 


Fig, 6—Front view of engine with gear case cover removed showing 
gears and governor action. The large idler gear between the two small 
gears drives the large cam gear and magneto and circulating pump gear. 


CHART NO. 378—Waukesha Truck and Light Tractor Engine—continued 
















ADDENDA. 


I AND 4 UP 


£a*d3UP 


*How to Time the Valves. 

All Waukesha engines have cylinders numbered 1-2-3-4 starting at gear end and reading 
toward flywheel end. 

Timing By Fly Wheel Marks. 

As a rule the fly wheels are marked as to when the valves should open. The following 
method is applied in case the flywheel and the timing gears are not marked. 

R First—Turn the engine over 

until No. 1 piston is on upper 
dead center—fig. 8. In order 
to determine when piston is at 
upper dead center, remove cyl¬ 
inder head plug and insert a 
steel rule (R) fig. 7, or any 
marked stick. Rotate the 
crankshaft and watch while 
the rule (R) 
comes up. When 
it ceases to rise 
then the piston 
will be at up¬ 
per dead center. 

Draw two lines 
across, the back 
side of the fly¬ 
wheel (fig. 8); 
next measure off 
53 degrees on 
each side of the 
center line at 
the lower half of 
the flywheel. 

Second—On the illustration fig. 7, note the pointer (A) (also called a trammel, see also 
page 105). This pointer points to the exact top center of the flywheel. The arrow on dead 
center line, fig. 8, shows where pointer (A) points, looking at the back side of the flywheel. 
Turn the engine over slowly until the arrow (A) points directly on line No. 3 as indicated in 
fig. 8. 

Third—Remove the idler gear (A-B-C, page 835). See that the push rod (J, fig. 7) is in its 
lowest possible position. Place a thin piece of paper between the push rod (J) and the valve 
stem (X, fig. 7). Turn the cam shaft gear (see “O” fig. 6), slowly towards the right until 
the paper which is placed between the push rod (J) and the valve stem (X) is held tightly. 
Be sure that the valve stem (X) has not raised any. Also be sure that the cam shaft gear 
retains its position and that the piece of paper is still held tightly between the push rod and 
valve stem. About .003 to .004" clearance for inlet and .005 to .007" on exhaust. 

Fourth—Place wooden wedge between the cam shaft gear and the case to keep this set¬ 
ting. This -will give you the free use of both hands to replace the idler gear. Replace the 
idler gear. 

Fifth—Give the engine a slight turn (say about one-half inch on the flywheel); now see if 
the exhaust valve (X) has raised any. It should, if the above instructions have been care¬ 
fully carried out. You can now replace the gear case cover and the cylinder head plug. 

♦Timing by Position of Piston. 

If it is impossible to get at the flywheel, remove the cylinder head plug, insert a ruler as shown in fig. 7. 
When the upper dead center has been determined, measure the distance from the top of the piston to the top 

of the cylinder. For example, let us say it is 2 inches 
(see arrow marked D, fig. 7). 

Now slowly turn the engine over until the distance 
from the top of the piston to the top of the cylinder meas¬ 
ures 7% inches. This means that the piston has made a 
drop of 5% inches, at which place the exhaust valve (X) 
should just start to open. In order to set the valve and 
complete the timing refer to paragraphs, third, fourth and 
fifth above. 

This setting pertains only to models L-LU4, M-MU4 

and P-PU4. 

For models O OU4-OU4R, S-SU4-SU4R, R-RU4-RU4R, 
N-NU4-NU4R the piston should drop 4% inches from up¬ 
per dead center, that is the exhaust valve should open 50 
degrees before the piston reaches the bottom dead center 
after the explosion has taken place. 

For models T and TU4, B and BU4 the piston should 
drop 4.644 or 4 u/ 1G inches from upper dead center; or, the 
exhaust valve should open 45 degrees before the piston 
reaches the bottom dead center after the explosion has 
taken place. 

In all events in resetting the valves, the magneto will 
have to be retimed; for this operation see page 312. 


DEAD 

centeo 

LINE 


LINE 


NO I 


OHART NO. 379—Timing The Valves—Waukesha continued. 

page 312 for timing the ignition or setting magneto. 





































837 


REPAIRING TRUCK AND LIGHT TRACTOR ENGINE. 



Fig. 9—Showing lower 
part of crank case with 
oil pan removed. 


Fig. 10—Peeling off a la: 
inated shim, per page 64 


How to Adjust Loose Connecting Rods and Main Bearings 

of Waukesha Engine. 


Connecting rods and main bearings may be 
adjusted without taking the engine out of the 
chassis. However, this does not hold true 
where it is impossible to work at the engine 
from below. 

The following instructions will give you a 
good idea how to proceed in order to properly 
adjust the connecting rods and main bearings 
in many of the modern engines. 

First—Drain off the oil by removing the 
drain or pipe plugs from the bottom of the 
oil pan; then place a small lift jack under the 
pan to keep it from dropping before all the 
oil pan bolts that support it have been re¬ 
moved. It is advisable to tie up the oil float 
(B) as high as possible to prevent it from 
dropping into the oil pan while the latter is 
being removed (this can be done by unscrew¬ 
ing the holder of the oil gauge glass) and 
thiis prevent the possibility of it being dam¬ 
aged or bent. This also makes it easier when 
you are ready to replace the oil pan. Open 
all four compression cups on top of cylinders. 

Second—After removing pan scrape off the 
gasket from bottom edge (J) of crank case 
and clean away all dust and dirt so that it 
will not get into the bearings. Clean your 
hands and tools before working on the bear¬ 
ings and never use cotton waste or any rags 
which might leave shreds behind as these 
might cause serious trouble to the oiling 
system. 

Third—When working on bearings it is a 
good plan to pull out the pistons and clean 


off the rings and piston heads. Always oil 
the piston rings before replacing the piston. 

Fourth—Pull out the cotter pins (A) and 
unscrew the four nuts (H); (always use a 
socket wrench for this operation as open end 
wrenches are apt to destroy the nuts) when 
taking off the cap be careful not to lose any 
shims or liners (F) and keep them in place 
on K, until ready to remove them. 

On later engines laminated shims are used be¬ 
tween the connecting rods and their caps, allowing 
one to adjust the bearings to within .002 of an inch. 
Laminated shims vary in thickness, and are made 
up of a series of small shims—.002 of an inch in 
thickness—which are pressed together as one piece. 
In taking the loose play out of the bearings, _one 
can peel these shims off (fig. 10) to any amount re¬ 
quired to have a perfect adjustment on the bear¬ 
ings—never peel off any more of the shims at one 
time than is necessary. Take out the shims to th6 
amount you think necessary to take up the wear, 
being careful to remove an equal amount of shims 
on each side of the cap. 

Before replacing the cap, see that the thin shims 
are placed between two heavy ones with which the 
connecting rods are always supplied. Replace the 
cap and draw it up as tightly as possible, using all 
four nuts and drawing them up evenly and firmly. 

Now try turning the engine over by hand in order 
to find out whether you have the bearings too tight 
or not. It should turn easily as this represents 
only one tight bearing; when this bearing is right 
loosen it, and proceed to fit the other bearings in 
the same manner. 

After each bearing has been fitted and tested 
draw up firmly all the nuts and use new cotter 
pins only; never back up the nuts to insert the 
cotter pins—always draw up to the next notch and 
never use wire in the connecting rod nuts as it will 
interfere with the oiling system. Have the cot¬ 
ter pins well bent apart—so they cannot back out 
when engine runs. 


CHART NO. 380_Adjusting Loose Connecting Rods and Main Bearings—Waukesha continued. 


















838 


ADDENDA. 


How to Replace Worn or Damaged Main Bearings. 


First—Take the engine out of the tractor 
or chassis and before removing pan draw 
off all the oil. Refer to page 834 for in¬ 
structions in removing oil pan. 

Second—Take out all spark plugs, prim¬ 
ing cups, etc., on top of cylinders. Now 
stand the engine on its head and place props 
under the engine arms to keep it from 
wabbling while work is being done. 

Third—Remove the oil pan and take out 
all pistons and be sure that they are ail 
marked so they will be put back into their 
respective places. Remove gear case as 
shown on page 835. 

It is most important before removing the crank 
shaft to mark all the gears in accordance with 
instructions on page 835, otherwise there is a 
possibility of getting the engine out of time. 

Take off the fly-wheel but be sure that 
you have it marked with the flange on the 
crank shaft, as it is very important that 
the fly-wheel is replaced in the same posi¬ 
tion as when you take it off. 

Fourth—Take off the three main bear¬ 
ing caps (M, as illustrated on page 837) 
and remove the crank shaft. Stand the 
crank shaft up on end and place it safely 
aside as a fall might spring it out of shape 
and later you would wonder why the bear¬ 
ings could not be fitted. Remove idler gear 
marked A-B-C, page 835. 

Take out the screws to remove the dam¬ 
aged bearing. Clean away all dirt and grit 
with gasoline; fit in one-half of the new 
bearing in the crank case. This operation 
is the same as described for replacing con¬ 
necting rod bearings, page 837. 

After bearing has been fitted in the crank 
case, replace crank shaft. Apply Prussian 
blue or red lead, to the crank shaft bearing 
surface and scrape off the 11 spottings ’ ’ in 
the same way as in fitting new connecting 
rod bearings. Strict attention must be paid 
that the new bearing does not rest too high 
in the case so as to throw the other two 
bearings out of line, nor should the bearing 
be too low. 

Should the bearing be too high, either 
the other two bearings will have to be 
raised by shimming them up, or the new 

How to Replace Worn or Damaged 

First—Remove oil pan as instructed on 
page 834; then take off the cap and pull 
out the piston as shown on page 837. 

Second—Take out the screws (D) in or¬ 
der to remove bearing (E). Be sure to fit 
the bearing half with the large oil hole (S) 
in the cap, and the other half in the con¬ 
necting rod (K). 

The back side of the bearing must have 
a perfect or snug fit in the connecting rod, 
otherwise it will be impossible to get a per¬ 
fect permanent bearing on the crank pin 
(L). Fitting the back of the bearing is 
practically on the same order as fitting the 
bearing to the crank pin. Using Prussian 
blue or red lead in the rod and cap will en¬ 
able you to find the high spots between the 


bearing must be scraped until the three 
bearings are on the same level. The crank 
shaft must fit the half of the main bear¬ 
ings in the crank case perfectly before you 
proceed to fit the caps. 

Always fit the rear main bearing cap first 
and tighten it up as much as possible with¬ 
out stripping the bolt threads. When the 
bearing has been properly fitted the crank 
shaft will permit moving with one hand. 
If the shaft cannot be turned with one hand 
the contact between the bearing surfaces 
is evidently too close, and the cap requires 
shimming. On the other hand, if the crank 
shaft moves too easily some shims must be 
removed to permit it to set closer. 

After removing the cap observe whether 
the blue “spottings” indicate a full bear¬ 
ing the length of the cap. If they do not 
the bearing will have to be scraped. Lay 
the rear bearing aside and proceed to ad¬ 
just the center bearing in the same manner. 
Repeat this operation with the front bear¬ 
ing, with the other two bearings laid aside. 

When the proper results have been ob¬ 
tained with the bearings replace the idler 
gear and be sure that the connections A-A, 
B-B, C-C, correspond, as shown in cut on 
page 835. 

You can now replace the caps and insert 
the cotter pins, or wire. Be sure when you 
replace pistons that the heads and the rings 
are free from grit and carbon, also oil each 
piston ring carefully. 

Fifth—Oil the bearings well by means of 
an oil can and turn the engine over (by us¬ 
ing the crank handle) several revolutions 
before replacing the oil pan. 

Sixth—Are you sure that holes (C) in all 
four connecting rod bearing caps are fac¬ 
ing direction engine runs? This is import¬ 
ant because when the engine runs oil is 
forced into these holes to lubricate the bear¬ 
ings; if one of these holes should face in 
opposite direction that bearing would get 
practically no oil the bearing would heat up 
and soon cut out resulting in a costly repair. 

Seventh—Refer to oiling system page 
834, before replacing pan. 

Connecting Rod Bearings. 

cap and the bearings; these high spots 
must be draw filed—see pages 630 and 643. 

Third—Put in the screws (D) very firmly 
and be sure that the heads are lower than 
the bearing surface so that they do not 
come in contact with the crank shaft. Next 
draw file across the top of the cap and the 
rod to have the bearing flush with same. 

Fourth—Without replacing the piston in 
the cylinder fit the bearing to the crank 
pin (L); if the bearing is too wide the ends 
will have to be draw filed. Be careful not 
to file too much off. By applying Prussian 
blue or red lead-to the crank pin surface 
it will enable you to fit the bearing to the 
pin to determine whether a perfect bearing 
surface is obtained. Remove the rod and 


REPAIRING TRUCK AND LIGHT TRACTOR ENGINE. 


839 


observe whether the blue or red “ spot- 
tings’’ indicate a bearing the full length 
of the cap. If they do not the babbit should 
be scraped until a perfect bearing surface is 
obtained. 

Adjust the bearing to the crank pin so it 
can be moved to and fro freely, but at the 
same time it must not be loose. Remove 
the connecting rod and replace piston and 


give the bearing the same adjustment as 
you did when the piston was out; then turn 
the engine over by hand several times to 
make sure that no binding takes place. 

Do not be afraid of getting the connect¬ 
ing rod bolts too tight as the shims under 
the cap will prevent the metal from being 

drawn into too close contact. 


Governors. 


Governors are extensively used on trucks, 
tractors, taxicabs, marine and stationary 
engines. 

Purpose of the Governor. 

There are two reasons for using a gover¬ 
nor; one, to regulate the vehicle speed, the 
other to regulate the engine speed. Where 
it is desirable to limit only the vehicle 
speed of trucks, taxicabs, or even pleasure 
cars, the transmission or front wheel type 
of installation (fig. 1, page 840) is used. 
The governor is set at whatever speed the 
car owner desires, is then sealed and the 
driver can never exceed the speed for 
which the governor is set. The engine type 
of governor (fig. 2) is used to prevent un¬ 
due racing of engine when changing gears 
or releasing the clutch. The average driver 
will work his engine at high speeds a great 
deal more than necessary, straining the en¬ 
tire mechanism of the car, and wasting both 
fuel and oil. By governing the engine 
speed, the vehicle speed is also limited. 

Drive Methods. 

Transmission drive—(fig. 1, page 840): 
With many models of trucks, taxicabs, fire 
apparatus and pleasure cars, it is more desir¬ 
able to control the vehicle speed than the 
engine speed, thus leaving the engine abso¬ 
lutely unrestricted at any speed, except 

Care and Installation 

Mounting governor. Use thin gaskets of 
blotting paper only. Don’t use shellac—it 
will cause the governor valve to stick. 

Flexible drive shaft. There should be no 
bends in shaft within two inches from 
either end, nor should shaft be bent into a 
circle of less than ten inch radius. Make all 
bends as easy and large as possible. 

Solid drive shaft. In mounting solid 
shaft, be sure that shaft ends properly en¬ 
gage in governor, right angle drive, and 
engine connection, lock nuts on tube are 
tight. Don’t screw tube up tight enough 
to cause shaft or gears to bind. 

Oiling governor equipment. Before the 
governor is put into active service, see that 
the case contains about four ounces of good 
light oil (light Polarine preferred) that is 
not affected by change in temperature. Put 
in one or two ounces of oil every thousand 
miles. Flexible shaft should be kept packed 
with Artie No. 3, or a good graphite grease, 
renewing same every two thousand miles. 
Oil gear bearings, right angle drives, or en- 


when in high gear. When this is done, the 
governor (G, page 840) is driven by means 
of a flexible shaft and tube (SH), and gears 
(K) (L) attached to transmission shaft or 
front wheel. 

Engine drive—fig. 2: This type of gover¬ 
nor regulates the number of revolutions of 
the engine, and will keep it running at a 
definite, safe speed regardless of the load 
it is pulling, even if the throttle is wide 
open. The regular hand throttle lever or 
accelerator may be used for lower speeds. 
Should the clutch be suddenly released when 
engine is pulling a load or running at maxi¬ 
mum speed, the engine positively cannot 
race. The engine governor also limits the 
vehicle speed, because the engine cannot ex¬ 
ceed the set speed. 

Dual drive—fig. 4: To provide double 
protection the engine drive and transmis¬ 
sion drive governor have been combined. 
When driving in high gear, only the vehicle 
speed will be controlled, but when the vehi¬ 
cle is stationary, or being driven in low 
gear, the governor throttle valve will close 
before a damaging engine speed is reached. 
The engine governor is set at a higher speed 
than when used singly. The most popular 
use of the dual type is for controlling the 
engines of fire trucks, army searchlights, 
etc., where the engines perform two kinds 
of work. 


of Pierce Governor. 

gine connections, each week through oil 
holes provided. 

Loose connections. When driving gears 
or brackets are used, examine them regu¬ 
larly to see that none work loose and that 
gears are kept in perfect alignment and 
meshing properly. If a belt is used, keep 
it tight and free from oil or grease, to pre¬ 
vent slipping. 

Regulating governor speed. Should it be 
desirable to change the speed adjustment, 
cut the wire that seals the adjusting screw 
and pull off the cap that it holds in place. 
The adjusting screw (A, fig. 3) will then 
be exposed. Turning this screw to the 
right or clockwise decreases the speed; 
turning to the left or anti-clockwise in¬ 
creases the speed. When proper adjustment 
has been made, replace cap and seal same, 
so that the adjustment cannot be tampered 
with or affected by vibration. 

Note: The governor does not interfere 
with the regular spark or throttle levers, or 
with accelerator control by hand or foot— 
see paragraph ft engine drive” above. 


840 


ADDENDA. 





Operation of Pierce Governor. 

The governor valve box (fig. 2) is mounted 
between the carburetor and intake manifold and 
connected to the driving shaft by means of either 
a solid Bhaft (SSH-fig. 2) or a flexible shaft 
(SH-fig. 1), depending on type of installation. 

Normally the butterfly valve (V fig. 3) is in 
a position that does not obstruct the flow of gas, 
but it closes so as to reduce the valve port area 
just as soon as the vehicle or engine reaches 
the predetermined speed. The valve is actuated 
by what is known as the flyball or centrifugal 
principle. On the controller shaft are two weights 
(W, fig. 3) which are so pivoted that as the 
velocity of the shaft increases they are swung 
outward, forcing a plunger (P, fig. 3) forward, 
which in turn closes the butterfly valve (V, fig. 
3). The plunger is forced against a spring (S, 
fig. 3), calibrated to a standard pressure, so that 
as the speed is lessened the weights return to 
their original position and valve is again wide 
open. 








- 






CB 


i 


isliffi mi 






■i : i 


■ 






Fig. 2—Engine speed controlled by governor (O) 
driven from gear on cam-shaft through adapter (F) and 
solid shaft (S. S. H.). O—oil cup; A —adjusting screw 
and seal. Governor can be driven from any rotating 
part of engine. 


Fig. 1 — Governor 
(G) Is driven from 
transmission, through 
flexible shaft (F. 8. 
H.) and gears (K 
and L). Bracket (B) 
supports driven gear 
(L). Could be driven 
from front wheel. 

Governor controls 
vehicle speed only, 

leaving engine free, 
except when high 
gear ratio is used. 


rig. 3 — uros# 
section of Pierce 
governor; C-con 
n e c t s between 
flanges on inlet 
manifold and car¬ 
buretor; 01 — it 
passage opening 
for gas; V—but 
terfly valve; P— 
plunger operating 
valve bell crank, 
S — spring; A — 
screw for adjust¬ 
ing spring ten¬ 
sion ; W—centri 
f u g a 1 weights; 
SH—where driv¬ 
ing shaft cob- 
nects. 


4—Pierce dual pur¬ 
pose governor. EG— engine 
governor; VG—vehicle gover¬ 
nor; CC—connects between 
SH carburetor and inlet mani 
fold; SH—where driving 

shafts connect; O—oil cupa; 
-A. adjusting screws and 
seals. 


Fig. 4. 


FSH 


CHART NO. 381—Governor for Controlling Vehicle and Engine Speed or Both. Pierce Gevermer 
as an Example. 

See text page 839 for further explanation. 







































GOVERNORS. 


841 


The Simplex and Duplex Governor. 


This governor, fig. 10, is placed between 
the carburetor and intake manifold. It op¬ 
erates on the centrifugal principle. As the 
speed increases, the weights W, cause the 
valve (T), which is of a grid construction, 
to gradually close the gas passage (GO & 
Gl), thereby cutting off the flow of gas to 
inlet manifold. Therefore it would be 
termed a “throttling type governor; cen¬ 
trifugal type. M 



Fig. 10—The Duplex Governor. 

1— Locking pin. 5—Oil entrance. 

2— Yoke. 6—Oil cap. 

3— Hand wheel. 7—Oil discharge. 

4— Valve seat. 

On the Simplex single drive governor, the 
shaft is attached to engine or vehicle as 
may be desired. 

On the Duplex double drive governor, one 
shaft is attached to the engine and the 
other is attached to the vehicle, at the wheel 
or transmission. 

The difference between Duplex and Sim¬ 
plex is that with the former you can con¬ 
trol both the engine and vehicle speeds, 
whereas with the latter, either the engine or 
vehicle speeds can be controlled. 

On high gear a truck running at 12 m. p. 
h., the engine may only turn over at 900 
r. p. m., but for low gear service the engine 
may be governed for 14 00 r. p. m. There¬ 
fore, you would be able to maintain 12 m. 
p. h. even in second gear. 

The governor is a telltale on carburetion 
If it surges it may result from one of five 
causes: The mixture is too rich; governor 


lubricatfon is bad; the ignition is faulty; 
the governor valve is dirty; or the cable 
drive is not steady and free from backlash. 

To Set and Care for the Simplex or 
Duplex Governor. 

To set: First get consent of factory, other¬ 
wise you may lose your guarantee. Turn 
the hand wheel (3) out for higher, and in 
for lower, speeds. Do not. fail to lock the 
hand wheel with the yoke (2) after setting, 
if a locking spring is not provided, and see 
that the yoke does not bind on hand wheel. 
The locking pin and seal (1) are for the 
protection of the governor and the engine. 
Do not touch the valve screws (4). 

To operate engine with a governor, for 
best economy; run vehicle on governor speed 
as much as possible. Bring vehicle speed up 
to set maximum governor speed with throt¬ 
tle lever and then advance spark and throt¬ 
tle to the best normal running positions. 

Don’t over advance throttle, as engine might 
"hunt” with heavy load on low piston speed. 
Find the best throttle position and mark it. 

Lubricate weekly at (5) by filling chamber 
with medium cylinder oil, 600-W preferred for 
summer, and in winter add equal amount of light 
machine oil. Every 1000 miles remove drain (7), 
fill half full of light machine oil, run for 10 minutes 
to clean interior and drain out. Then refill as 
above. 

To clean governor valve—if necessary, pour 
kerosene into air inlet of carburetor while engine 
is running, varying the speed. 

McCann Suction Type Governor. 

This governor is mounted on carburetor as per 
fig. 12, page 71. When engine is turning slowly, 
the full current of gas from carburetor, as con¬ 
trolled by throttle, is 
allowed to pass to cyl¬ 
inders. As speed in¬ 
creases, resulting suc¬ 
tion causes piston (P) 
to rise against pres¬ 
sure of spring (S), 
thus gradually cutting 
off supply of gas 
through perforations, 
until at maximum 
speed-setting engine 
cannot be further ac¬ 
celerated. 



The Monarch Governor 


differs from the Pierce and Simplex, in that 
the speed of the ingoing gas is utilized as 
the motive power for operating the disc 
or control member (A)—see page 842. 

There are no connections to any moving 
parts of the engine or vehicle. Neither are 
there revolving parts as centrifugal weights 
or balls. 

Location of governor is between the car¬ 
buretor and the inlet pipe. When installing, 
the adjustment is made when a change in 
the maximum speed of engine is desired. 
See page 842 for construction and opera¬ 
tion and adjustment. The manufacturers 
are Monarch Governor Co., Detroit, Mich. 

Operation. 

When the engine is started and the 


throttle is in wide-open position the speed 
of the gases lifts the dise “A” in the tap¬ 
ered chamber “B” to a position the height 
of which is determined by the amount of 
spring tension, and it is held in that posi¬ 
tion by the speed of the gases while the en¬ 
gine is running, and so the throttle “F M is 
held in a corresponding position, limiting 
the supply of gas. 

Anything which tends to decrease the 
speed of the engine, namely, going up hill, 
through a mud-hole or additional load added, 
in turn causes a decrease in the speed of 
the engine and a consequent decrease in the 
speed of the gases, when immediately the 
disc drops and opens the throttle to admit 
a sufficient amount of gas to maintain the 
speed at which the adjustment was made 

—continued on page 842 


Pierce Engine Governor Co., Ander.on, Ind. "Duplex Engine Governor Co., 36 Flatbush Ave., Ex 
tension, Brooklyn, N. Y. 
















































































842 


ADDENDA. 




~*«*.*** vTuvomor. Borg ana Beck ClutcJ 


—continued from page 841. 


before the additional load was 
added. The same is also true 
when the engine is instantly re¬ 
lieved of its load; the speed of 
the gases increases and raises 
the disc to the position required 
to maintain its fixed maximum. 
It is therefore evident that, an 
adjustment of spring tension made 
to produce a certain engine speed, 
that speed will be maintained re¬ 
gardless of load. 


“V, ” push in on 
on the spring 


Adjustment. 

To adjust the governor to pro¬ 
duce any required engine speed, 

remove the lock and lock pin, un¬ 
screw the cover 
the finger boss 

housing “L, ” and turn in the 
direction indicated by the arrows 
“Fast” and “Slow” to increase 
or decrease the speed, always be¬ 
ing sure that the control lever is 
in a wide-open position when the 
adjustment is made; and be sure 
that the cover “V, ” the lock pin 
and lock are in place before the 
truck is put in service. 

also Pages 42, 668. 

(A) To tighten clutch, first “release” with foot lever, then 
loosen slot-bolts “A” and shift same “clockwise,” about one- 
half inch. Let in clutch, and, if opening at “B” is less than 
%-inch, throw out again and tap slot-bolts back (“anti-clock¬ 
wise”) far enough to open space at “B” to full %*inch. 

The adjustment “A” also adjusts’ foot pedal, aqd 
when clutch slips it is usually due to clutch pedal hang¬ 
ing up on inner side of foot board. When adjusting 
clutch see that at least %-inch clearance 
is left between pedal and foot board, for 
wear-in. 


Adjustment of the Borg and Beck 


T 

Clutch—See 


Monarch 
Governor. 
Fig. 1.— 


(B) The adjustment at “A” must be 
used to increase or decrease this “B” 
space. When clutch is “in,” 
if space between these brake 
faces is less than V6*inch, the 
throw-out movement will be 
too short for clean release. 


(C) If bolts “A” adjust 
against last end of cover-slots, 
screw them out of their mount¬ 
ing-holes and set them back 
into repeat holes exposed near 
first end of slots, thus doubling 
the range of adjustment. 

(D) If, for any reason, the 
clutch is to be taken apart, 
first punch remounting “line¬ 
up” marks on cover and cas¬ 
ing, as clutch will not work 
properly if cover is shifted in 
remounting. 

(E) * In taking the clutch apart, first throw 
out same and “lock-out” the spring by placing 
a space-block betw r een the cover and throw-out 
yoke at “E. ” 

(F) Leave asbestos rings loose in their work¬ 
ing seats. Do not fasten to the metal parts. Do 
not run in oil. 

If clutch does not work smoothly take out one 
adjustment screw and squirt about three spoons 
of oil into same, just enough to moisten friction 
rings. Too much oil will cause clutch to slip 
until oil is burned out. 































































MOTORCYCLES. 


843 


Right handlebar controls throttle 


gearshift LEVER FOR 3 SPEEDS. 
FULL FORWARD....'LOW SPEED". 

FULL REAR POSITION . .'HIGH'* 

CENTER POSITION . ..’’NEUTRAL". 


CONNE75 WITH HAND 
GEAR SHIFT LEVER 



BRAKE ON 
REAR WHEEL 


BRAKE ROD 


FOOT 
BRARE. 
CONTROL 

-A FORWARD DOWN STEP ON EITHER PEDAL .STARTS 
MOTOR WHEN TRANSMISSION IS IN NEUTRAL POSITION 


Fig. 2—The H. D. three-speed, model 11F. The 1918 model 18F is similar. The gear box is mounted to 
the rear of engine on the frame. Note lettering on illustration. 

To start the three speed model engine, shift gears into “neutral” position and have clutch “in;” start en¬ 
gine by pedal. After engine is started release clutch. To start machine place gears in mesh, starting off on 
“low,” gradually applying clutch. The Remy electric system below, is used on this type of machine and 
is then called model 18J. 

**The Remy Lighting, Generating and Ignition System—1915 Model. 

The generator is driven by the engine. The shaft being connected to engine. The armature of generator is 
a drum wound type mounted in the upper portion of the generator. Current is “direct.” 

The generator is connected with a 6 volt storage battery as shown in fig. 6. The generator supplies cur¬ 
rent for lamps, horn and ignition, the surplus current being stored by the battery. The battery then sup¬ 
plies current to the lamps when the engine is not running. 

The lighting switch has three positions; off, bright head and tail lights, 
dim head and tail lights. 

The ignition (direct current) is taken from battery to start on and 
generator, after generator is running. The current is carried through a 
circuit breaker on lower end of the generator. This circuit breaker is 
similar to a magneto circuit breaker and has a lever for advancing. 

The current is carried to coils of high tension type without vibrators, 
mounted directly over generator. This low tension current, which is 6 
volts, is interrupted at the proper time being transformed into high ten¬ 
sion current through the secondary windings of coils. A distributor 
carries the current to the spark plugs. 

♦Vacuum controller is located In the switch case and is connected 
through a check valve (X, fig. 3) to the engine intake manifold by a 
small pipe. When the engine is turned a fraction of a revolution for 
starting, either by the step starter or by pedaling, a vacuum is created 
in the intake manifold which in turn acts upon the controller, drawing 
L the contacts (0, A, fig. 3) together, and thus connecting the generator, 

u/ horn and ignition to the battery and holding this circuit closed until after 

™ the engine has stopped running for a few seconds. The purpose of this 
device is to automatically cut off the connection between battery and 

. generator. 

In reality it is a 
“cut-out” for the 
purpose explained on 
page 334. A separate 
switch for ignition 
is not necessary as 
the ignition current 
is taken from bat¬ 
tery to start on. 



Fig. 1—The electric generator with 
ignition breaker box, vacuum controller 
and ignition coils all in one unit. 


G/eOSttiO To HAHOtJ &Am 



-- \ r ‘ 

--TLirS su 



.-¥C.T>. 7V*r 

3//M4JT Toncartn 


22 --- To T/wamc 


/OC.r». 7 Volt 

Statix Tvrtcsrcrt 


G&Ouno To r*AMt 


% 


7l/*n*0 / / 

S*0€*MT» n S*#rV / / 
“T*—( Winn* Conner nons / / 

V-i 


Fig. 6; wiring dia¬ 
gram and location of 
parts of the Remy- 
model 15 motorcycle 
electric system. 


\ 

\\ 

\\ 


V 




// 


/ 


Sectional View of Controller 

Fig. 3 — Sectional 
view of controller. 



CHART NO. 383—The Harley Davidson Motorcycle. Remy Motorcycle Electric System. 

*Note - The 1915 Harley-Davidson used the vacuum cut-out, explained here as a matter of information. Later 

models used tho mechanical governor principle of disconnecting and connecting the battery, similar to the me¬ 
chanical cut-out explained on page 811. Model 18-E is a direct geared (no transmission); 18-F, has 3 speeds 
and uses a magneto (Dixie or Berling) for ignition, no electric system; 18-J—has 3 speeds and uses Remy 

electric system with coil and battery ignition. See insert No. 3 for H.-D. engine. **Reason for showing the 
older model of motorcycle is due to the fact that the older models are those more likely to need repairing. 
































































































































844 


ADDENDA. 



Fig. 1—The Indian Twin type of motorcycle using a neutral counter shaft as described on page 845. 

If machine is equipped with this one speed device, called a “neutral counter shaft,” its purpose is 
mainly to promote starting without raising the rear wheel. By shifting the small lever underneath handle 
bar, the dogs are disengaged and drive to the rear is cut out. The clutch iB then engaged and engine started. 
After engine is started clutch is disengaged until machine is started. 

If the three speed gear box is used instead of a single speed—it is mounted in the same location, but a 
control lever is placed on the side as shown in fig. 2, instead of the small hand lever. When starting with a 
two or three speed, the gears are shifted to neutral position and the action is just the same as above. Note 
the name and location of parts as lettered. 


ROD CONTROLLING 

carburetor throttle. 


OPERATES STARR AND COMPRESSION RELIEF. 
OPERATES THROTTLE 
■CONTRACTING BRAKE 


STARTER FOOT.pedal. 



WH EEL BASE 54 INCHES 


MOTOR PRIVE AND 
STARTING SPROCKET 


STARTING and motor 

ORIVE CHAIN 


'DRIVE CHAIN 


Fig. 2—The Indian starter: The down pressure on the foot lever brings the quadrant into engage¬ 
ment with the pinion on the clutch and turns the engine over three times to each stroke, the clutch being 
engaged to obtain positive and full crank effect. 

This starting of the engine can be done without jacking up the rear wheel, simply by putting the 
shifting lever into neutral on the three-speed machine and by disengaging the driving cog* in the same 
manner on the single speed model. 

When the starting crank is released on the bottom of the stroke it is automatically returned to the 
starting position by a strong coil spring and when not in use is held in a convenient position by a strong 
clip. When the starting crank is in normal position it is fully disengaged from the pinion which revolves 
with the clutch. 

The mechanism consists of a quadrant with a reverse motion and meshes with a ratchet pinion on 
the clutch shaft. The ratio is three turns of the engine to one stroke of the starter, not taking into ac¬ 
count the spinning effect and extra momentum gained. 

See Chart 385 for description of the Indian three speed gear and index for Indian engine. 


CHART NO. 384—The Indian Control and Method of Starting. 


Ignition on Indian is Dixie high tension magneto. See insert No. 3 and page 811 for “Mag-Dynamo.” 

Note: The above models are the 1914 and 1915 models. Changes have been made on the 1919 and 1920 models. 
The “Neutral Countershaft” has not been used on the Indian since 1917 and wire controls have been used 
since 1918. The gear shift lever and clutch pedal arrangement has also been changed. 









































































































MOTORCYCLE TRANSMISSION. CARBURETOR. 


845 


Motorcycle Clutch and Transmission—Indian Three-Speed as Example. 

Operating plan of three-speed Indian motorcycle: Tho principle of construction and operation of the 
three-speed gear are identical with the two-speed, except that there is an extra set of gears for inter¬ 
mediate ratio. • 

When gears “A” and “B” are locked together by dogs “G.” 
coupled up. 6 

When gears “B” and 

And when gears ”B” and “C” 


the “high ratio” or “high speed” is 


E” are in mesh, “intermediate” or “second speed” ratio is obtained. 

are connected through the dogs *‘H,” the “low speed” is obtained. 

There are two “neutral” positions in this gear set; between the high and intermediate with the gears aa 
• in the illustration, and between the intermediate and low, with gear ”B” on the other side with 

hj, with the same relative position. 

Indian Clutch. 

Construction: The Indian 

clutch is a multiple disc dry 
plate type. The drive is trans¬ 
mitted through four Raybestos 
faced discs which engage with 
four polished steel discs and 
are held on engagement by 
eight small springs equal dis¬ 
tances apart. 

This clutch is applied to the 
one, two or three speed trans¬ 
mission. 

Operation: Lever “X” op¬ 

erates clutch and has about 
45° travel. When pulled for¬ 
ward it releases clutch; back¬ 
ward it engages clutch. 

It is connected with foot 
pedal, which has a pull back 
spring. Pressure on pedal for¬ 
ward, causes the plunger rod 
(marked*- by mistake, “shaft 
driving hub”) to come in con¬ 
tact with the screw “W,” 
which under pressure com¬ 
presses the springs and pulls 
the whole assembly mounted 
on the inner plate—outward— 
thus freeing the driving discs. 

When control pedal is re¬ 
leased, the pull back spring 
causes a reverse action through 
the mechanism and again brings 
the discs into engagement. 



Fig. 2. The Indian clutch and 3-speed transmission. 


_H 


Schebler Motorcycle Carburetor—Used on Indian and Harley Davidson. 

Description; model “H,” % and 1 in. Compensating type. Variable fuel feed. Supply of gasoline con¬ 
trolled by (Z), which raises the gasoline needle valve (I), which gives an adjustment on low, intermediate 
and high speeds. C—is air intake and can be turned so warm air can be drawn from engine. 

Low speed adjustment: See that the 
leather air valve “A” seats lightly, but 
firmly. Then turn knurled button “I” 
to the right until the needle point “E” 
sets in spraying nozzle. Now turn “I” 
to left about two turns and open low 
speed adjusting screw *‘L” about three 
turns, then open throttle about half way 
to start engine. After starting close the 
throttle and turn needle valve adjusting 
screw “I” to the right or left until en¬ 
gine runs smoothly without missing. If 
with this low speed adjustment, engine 
runs too fast, turn low speed adjusting 
screw “L” to the right. 

High speed adjustment: Do not make 
the adjustment with the engine running 
idle. The machine should be run in high 
speed on the road. The throttle and 
spark should be advanced fully. The adjustment is now made by the pointer ”Z,” which as it moves 
from “1” toward “3” increases the supply of gasoline. Moving the indicator from “3” toward “1,” 
cuts down the flow of gasoline. When the indicator reaches the right point, the engine will run without 
missing or backfiring. 

Starting—air valve can be locked to assist in starting by pulling out button (12) and giving ^4 turn. 
When engine starts, release air valve (A) by turning button (12) back. 

Extra air port for high speed on the Harley Davidson carburetor is provided inside of mixing chamber to 
admit more air at extreme high speed. 

To set float level —place float 1%2 W from top of bowl to top of cork float. The arm can be raised or low¬ 
ered to meet these conditions. 




CHART NO. 385 
cycle Carburetor. 


-Motorcycle Transmission; Indian Three-Speed as an Example. Schebler Motor 






















































































































































































































































846 


ADDENDA. 


\ 


rw//V CYLt /V D£R \/-TYF>£. 

m _ A.0* --- 



Fig. 1 illustrates two cylinders placed 42° apart. We will call cylinder to the left No. 1 and cylinder 
to the right No. 2. Bottom of connecting rods are together on one crank pin. 

Note No. 1 piston is on top of its stroke and connecting rod is straight up and down, in line with the 
crank pin; in other words on its “firing center.” (If it is on top of compression stroke, which we as¬ 
sume it is.) Piston No. 2, is not on top of its stroke; its connecting rod where attached to crank pin is 42* 

away from its firing center. No. 2 has 42° yet to travel to complete its exhaust stroke (see 2 to 4, fig. 5). 

Fig. 2; No. 1 has fired and traveled 42° on its power stroke (see 1 to 3, fig. 5). No. 2 piston is 

now on top of its suction stroke (4) and on its dead center firing line. 

Fig. 3; No. 1 has reached bottom of its firing or power stroke (see 5, fig. 5), having traveled 180* 

or half a revolution. No. 2 is not quite down in its suction stroke, being 42° behind No. 1. 

Fig. 4; No. 2 has now reached bottom of stroke on sftction, having traveled 180°, whereas No. 1 is part 
the way up on its exhaust stroke. 

Therefore, starting with firing of No. 1 at IF; if No. 1 makes a complete revolution; one stroke 
down on power stroke and one stroke up on exhaust, from 1 to 8—it will have traveled 360 # . No. 2, 

however, will lack 42° of completing its revolution, and will have to travel 42° more than 360° to 

complete its revolution from 2 to 9. 

Therefore when No. 1 travels 360°, No. 2 must travel 360 -f 42 or 402° before it fires. Or No. 1 
will fire again, 318° after No. 2 fires. 

Fig. 5; black line shows travel of No. 1 and shaded line of No. 2. The firing lines of each, or top 
and bottom center are lettered on illustration. 


Start with No. 1 firing at (F) and follow the stroke to bottom or a half revolution; for instance, from 

1 to 5 on No. 1, and 4 to 6 on No. 2; each represent a stroke or half revolution or 180°. 

From 1 to 8 on No. 1, represents a revolution or 360°.. 

From 2 to 9 represents 42° more than a revolution on No. 2. From 4 to 9 would represent a revolu¬ 

tion on No. 2. 


While observing the travel of No. 1, at the same time follow No. 2 and note what it is doing. For 

instance, when No. 1 is traveling from 1 to 3 on its firing or power stroke; No. 2 is traveling from 2 to 4. 
on its exhaust stroke, having 42° of its exhaust stroke to complete before it is on its dead center, when it 
starts on its suction stroke. 


CHART NO. 38G—Firing Order of a “V” Type Twin Cylinder Engine; cylinders 42* apart and 
both connecting rods on one crank pin. (See Chart 4 5, page 93 and study meaning of degrees.) 
See insert No. 3 for Dixie motorcycle magneto and page 811. 





































REPAIRING TOPS. 


847 


How To Repair Tops. 


Any repair shop, by the investment of a 
small amount of money in equipment, and 
the exertion of reasonable care, can develop 
a profitable top repair department. It is 
as an essential part of the trade as is the 
machine shop or the vulcanizing shop. 

Only a small amount of equipment is nec¬ 
essary in a top repairshop, and this, with the 
exception of the sewing machines, may be 
made by the repairman himself. 

The top building frame is shown in fig. 
2, and it is only used when the car for 
which the top is being repaired cannot be 
left during the work. It is simply an ad¬ 
justable framework upon which the top may 
be placed in exactly the position it occu¬ 
pies when up, and on the car. For each 
car the frame is set to duplicate the meas¬ 
urements of the top supporting irons and the 
car body. Then the workman can repair 
or rebuild the top with assurance that 
it' will fit when returned to the car. When 
possible, the top should be left on the car 
during the repair. 

In order to render all parts of the top 
accessible, when left on the car, a frame¬ 
work shown in fig. 3 is set up around three 
sides of the car. This framework is about 
18 in. high, and comprises three planks 
resting on four small wooden horses. An¬ 
other method of accomplishing the same re¬ 
sult, yet one which the author has never 
seen, would be to construct a pit below the 
floor level. This would permit the workman 
to work directly from the floor and save 
the time lost in stepping to and from the 
platform. 

All work is laid out and cut on the lay¬ 
ing out table shown in fig. 4. This table is 
about 6 ft. wide, 12 ft. long and 28 in. 
high. A notched rack at one end supports 
the rolls of top material and enables the 
workman to readily obtain or replace the 
top material when desired. Rolls may be 
easily removed from the frame, or as many 
as three rolls of material may be carried 
at one time. 

The tools of the workman are few, com¬ 
prising a light cross pene hammer, with a 
tack puller fitted to the end of the handle; 
a heavy pair of shears, a small cold chisel 
and a nail set or punch. These are carried 



in a special apron, made of top material, as 
shown in fig. 5. fn addition, a carpenter’s 


square, a 10-ft. straight edge, a yard stick 
and a plumb bob are required. The plumb 
bob is used to plumb up the edges of the 
back curtain, when fitting, to make certain 
that they are hung straight. 

In addition, several special punches and 
dies will be necessary for cutting the open¬ 
ings for the curtain fasteners. One of 
these—styled the Murphy die—is shown in 
fig. 7, and corresponding dies are used for 
each type of fastener. 

The sewing machine used in this work 
is of extra heavy construction, and is simi¬ 
lar to those used by harness makers. These 
machines should be motor-driven, and mav 
be purchased from almost any reliable sew¬ 
ing machine manufacturer. 

So much for the equipment—now for the 
method of doing the work. Briefly this con¬ 
sists of removing the top material, part by 
part, using the parts as patterns to cut the 
new parts by; fitting the parts to the top 
frame; removing the parts; sewing them to¬ 
gether, and then placing them again on the 
frame. Careful work is essential, and after 
carefulness has become a habit speed may 
be developed. Carefulness, then speed, are 
the only two requirements for a successful 
top repairman. 

The following is a typical example of the 
method used in re-covering an automobile 
top. Though it specifically applies to a 
Ford top, in general, it may be applied to 
any car. 

1— Remove the top covering from the 
frame, part by part, using the hammer and 
cold chisel as tools. Note how each part 
is fastened, as the rebuilding must be ex¬ 
actly the reverse of the tearing down. 

2— Using each part as a pattern, one by 
one, mark out the new parts on the top 
material. Care must be taken to allow ex¬ 
tra material at the edges for fastening the 
material to the frame. The method of con¬ 
structing the rear quarter is shown in 
fig. 10, and this method applies in general 
to each of the top parts. 

All metal fastener holes should be 
punched, using the holes in the old parte 
as guides, and all square corners should be 
checked up by means of the square. The 
parts are then sent to the machine, and the 
necessary sewing done. The celluloid win¬ 
dows are also placed in the rear curtain at 
this time. 

In the meantime the top frame should be 
placed in good condition. If any bows are 
broken new bows should be fitted. Ordin¬ 
arily new wrapping should be tacked around 
the bows, but if this wrapping is only faded, 
it may be dyed to conform to the inside of 
the top material. 

3— The side pad covers should now be 
made, according to the pattern shown in 
fig. 8. On the Ford black cambric is used, 
but in every case the material should eon- 
form in color and quality to that used in 
the top material. 


Dr. S. A. Peake’s method of vulcanizing small holes, large as Vi inch in tops is as follows: First clean 
both sides of surface with gasoline, then use 4 ‘Mastic’’ or ‘‘Tire-Doh’’ and work it to a point and 
insert in hole, filling hole. Out off on each side. Then place a hot sad iron underneath and on top. 
This will vulcanize the Mastic in the hole. 









848 


ADDENDA 



TEMPORAL TACKS 
MOLDING. TOP IN 
POSITION WHILE 
BEING FITTED 

A 


® $Wv® 5 tS C 

MATCH SIDES WIT' 



CHALK MARKS SHOW PROPER LOCATION OF TOP 


-SEW HERE 




CNLARGED VIEW 5HOWIN/G HOW TOP DECK 
PIECE IS FOLDED AND SEWED TO SIDE PIECES 


Fig. 2: When the car cannot be left 
in the shop, this adjustable frame 
enables the mechanic to duplicate the 
method of holding used on the car. 

Fig. 3: Most tops are repaired right 
i on the car, and a framework on three 
sides of the car renders all parts ac¬ 
cessible. 

Fig. 4: The rolls of top material are 
carried on rods hung in a notched 
upright, and the material is marked 
out and cut to form on the laying out 
table. 

Fig. 6: The other end of the hammer 
handle is fitted with a tack puller, 
thus combining the two tools. 

Fig. 7: Special dies are required to 
cut the openings for the fasteners. 
This is a most common type. 


OPENING TO REMOVE 
COT AW MATERIAL 


. MURPHY TME 
TO CUT OPENING 
Tor fastners 


WASHER 


Fig. 8: The side 
pads are a single 
strip of cambric 29 
in. wide, and sewed 

as shown. 

Fig. 9: This is the 
method, of building 
up the side pads. 

Fig. 10: This shows 
the various steps in 
laying out and cut¬ 
ting a rear quarter. 
It is then taken to 
the machine and 
sewed. 

Fig. 11: After all 
parts of the top are 
made, they are tem¬ 
porarily tacked to 
the bows and fitted. 
When a perfect fit 
is secured, the edges 
are marked, and the 
parts removed and 
sewed. They may 
then be replaced on 
the frame and per¬ 
manently fastened in 
place. 


CHART NO. 387—How to Repair a Top. 

(From Motor World, by S. Thorton Williams.) Note—The shop layout and special tools, together with the firo- 
»«4nre, were obtained from the Barton Auto Top Co., Detroit. 













































































































REPAIRING TOPS. 


849 


4— l»me up the top bows. The method of 
doing this is shown in fig. 2. Heavy can¬ 
vas straps are passed over each side of the 
bows, drawn tight, and tacked in place. 
The front bow should fit down over the 
windshield; the two middle bows should be 
vertical, and the position of the rear bow 
can be gauged by the length of the straps 
holding it down to the body back. 

5— The side pad liners are next tacked in 
place, and the burlap strips tacked tightly in 
place. After this the curled hair, or cot¬ 
ton packing, is replaced, and the side pad 
flaps pasted into place. If desired, the 
edges of the pad may be sewed together. 
The above operations are shown in detail 
in fig. 9. 

6— The rear quarters and back curtain 
are now fitted and tacked in place, after 
the metal fasteners have been applied, as 
shown in fig. 7. All vertical edges are 
plumbed up with a plumb bob, as any edge 
out of the vertical here is particularly no¬ 
ticeable. 

7— The two side quarters are now tempor¬ 
arily tacked in place, beginning at the front 
and working to the back. These quarters 
should be drawn tight, without wrinkling. 
The edges of the deck are then turned un¬ 
der, and the deck is temporarily tacked in 
place. 

8— By carefully fitting and changing, the 
top may be fitted to the bows in exactly the 
position it is to occupy. When everything 
appears to fit correctly the side curtains 
should be placed in position, and if neces¬ 
sary, the tacks should be removed and the 
top pieces shifted until the side curtains 
fit. (In most cases new side curtains do 
not have to be made; but if so, the new 
curtains should be fitted at this point.) 

When everything is right the mating 
edges of the top pieces should be marked 
with chalk, and these marks crossmarked, 
as shown in fig. 11. Then by joining the 
corresponding marks together, the sewing 
machine operator can sew the parts together 
correctly. Chalk marks should also oe 
placed at the points the edge of the top 
crosses the bows. This permits the top 
to be correctly replaced after a sewing. 


10— The parts of the top are then re¬ 
moved, and the flaps on the edges that are 
to be sewed trimmed down to a width of 
about 2 in. The parts are then sent to the 
machine and sewed together. 

11— To complete the work it is only nec¬ 
essary to replace the top covering and tack 
it securely in place. All extending edges 
are removed and the joints covered by a 
narrow strip of cloth material fastened by 
black upholstering tacks. 

The above covers the method of com¬ 
pletely replacing the top covering, with the 
exception of the side curtains. As stated, 

this is rarely necessary, as the side curtains 
are little used. If desired, any one part of 
the top may be replaced with new material, 
providing the other parts are in good con¬ 
dition. However, if either the deck or side 
quarters must be replaced, it is necessary 
to tear the top completely down in order 
to sew it together, again. 

In cases where it is necessary to replace 
some parts of the top covering, it will usu¬ 
ally be found advisable to renovate the 
interior and exterior of the balance of the 
covering to make it conform to the appear¬ 
ance of the new part. Or this renovating 
may be oone at any time to improve the 
appearance of the top. 

After applying any patches that are nec- 
cessary; replacing broken windows, and 
tacking on new binding at the edges where 
required, the top should be thoroughly 
brushed and cleaned. Gasoline should never 
be used for this purpose if rubber is used 
in the top material construction, as its ac¬ 
tion is to destroy the rubber. Soap, warm 
water and a brush are all that are usually 
required. 

When the top is thoroughly cleaned and 
dried top dressing may be applied to outer 
surfaces, and the faded inner surfaces may 
be dyed black. There are many brands of 
top dressing on the market for this pur¬ 
pose, and any well-known brand should 
prove entirely satisfactory. By exercising 
a little care, the appearance of a shabby 
top may be greatly improved by this sim¬ 
ple cleaning, patching up loose ends and 
application of top dressing. 


Where to Obtain Top Material. 


Tools; such as eyelet punches and dies for 
sockets and eyelets, special hand screw drivers, 
curtain fasteners, etc.: Carr Fastener Co., Cam¬ 
bridge, Mass. G. W. Murphy Co., Amesbury, 
Mass. 

Top material; Cray Bros.,• Cleveland. O.; Du 
Pont Fabrikoid Co., Wilmington, Del.; F. S. Carr, 
Boston, Mass.; L. 0. Chase Co., Boston. & Chi¬ 

cago; Pantasote Co., 11 Broadway, New York. 

Top and upholstering dressing and celluloid for 
curtain lights etc.: Arsenal Varnish Co., Rock 
Island, Ill.; Cray Bros., Cleveland, Ohio; F. S. 

Carr, Boston, Mass. 

Lift the dot fastener is a 
very popular curtain fas¬ 
tener. To unlock and re¬ 
move, lift dotted end of 
socket which is placed 
nearest edge of curtain. 
It is natural to lift the 
edge of the curtain so 
there should be no diffi¬ 
culty in remembering to 
always “lift-the-dot” and 
avoid tearing the curtains. Mnfgd. by Oarr Fas¬ 
tener Co., 31 Ames St., Cambridge, Mass. 


Rain shields similar to illustration fig. 6, page 
732, for placing over the wind shield to prevent 
snow and rain accumulating is another profitable 
accessory to handle—mnfgd. by Jos. N. Smith Co.. 
Detroit, Mich. 

Seat covers are profitable to handle. Cray 

Bros., Cleveland, 0.; Glover Eq. Co., Indianapolis, 
Ind. 

Top and upholstering dyes and dressing—Cray 

Bros., Cleveland, O. 

Complete Tops—Cray Bros., Cleveland, O. 

Glass curtain lights are becoming very popular. 
They are rather expensive however but add con¬ 
siderably to appearance of a car. The glass is 

beveled and comes 

with frame ready 

to place in cur¬ 
tain. The Sligo 

Iron Store Co., 
1301 N. 6th St., 
St. Louis, Mo. 
will supply thi* 
—also top ms 

terial, etc. in small quantities. 













860 


PACKARD SUPPLEMENT—ADJUSTMENTS. 


Supplement 


ON THE 


PACKARD 

TWIN SIX-“3-25” and “3-35” 


Packard Operation. 


Preliminary to starting; put gear shift lever in 
neutral (see page 498 for location of parts). Set 
hand brake. Set spark lever in mid position (see 
page 858). Be sure air gauge shows pressure in 
tank—if not, use hand air pump on instrument 
board (page 498). Open throttle about one-sixth. 

Adjust air valve control, which is to the right 
of gasoline gauge (see page 855). Cold weather 
pull all way out to ‘‘choke.” Warm weather 
this will not be necessary. 


To start engine: turn ignition switch to “ig¬ 
nition.” Crank engine, using electric starter. 

After engine starts; push air valve adjustment 
in and set at best running position. Close throt¬ 
tle until engine runs slowly—a finer adjustment 
can be obtained by setting the mixture control 
with the throttle closed. 

To start car; usual procedure. See pages 486, 
488. The movement of gear shift lever is shown 
on page 498. 


Standard Adjustments. 


Ignition interrupter points should be set .015 
to .020 inch when fully separated. 

Ignition timing: The spark setting in the fully 
advanced position should be 2% inch (measured 
on the circumference of the fly wheel) before up¬ 
per dead center. 

Should it become necessary to check this, pro¬ 
ceed as follows: Remove motor starter switch 
cover over fly-wheel. Set the spark lever on 
the steering wheel in the fully advanced posi¬ 
tion. Open all priming cups with the exception 
of the one in No. 1 cylinder in the right block. 
Crank the engine by hand until compression be¬ 
gins in this cylinder, then open this priming 
cup and continue to crank the engine slowly to 
the point where the right interrupter points just 
begins to separate. In this position, the letters 
”S. R.” on the fly-wheel should be just opposite 
the center line of the engine, as indicated on the 
crank case. 

In order to test the synchronism of the left 
hand block, proceed as above excepting that the 
priming cup in No. 1 cylinder in the left block 
should be closed. Under these conditions, the let¬ 
ters ‘‘S. L.” should be just opposite the center 
line of the engine as above. 

Spark plug points should be separated .032". 

The auxiliary air valve should have %2 inch 
drop when the control on the instrument board 
is set for the best idling position. To check, pro¬ 
ceed as follows: 

Set the auxiliary air valve control for the best 
idling position. In this position groove No. 4 is 
flush with the end of instrument board bracket. 

Measure height of top of air valve stem from 
some fixed point on the engine. Depress air valve 
until it strikes inside spring. Measure height of 
top of stem as before. The difference in these 
two measurements is the air valve drop. 

Make sure that air adjusting connecting rod 
clevis is so adjusted that the air shutter completely 
closes when the control on the instrument board 
is pulled out. See also page 854. 

Clutch brake: Adjustments for wear can be 
made by loosening the nut on the stud which pro¬ 
jects through the slot in the clutch cover and by 
sliding the whole assembly toward the rear. 

Before tightening the nut, be sure that the brake 
facing does not make contact with the clutch 
brake disc when the clutch is engaged. 

The amount of clearance should be governed 
by the speed of shift desired. 

The standard setting allows % inch to %2 inch 
compression of spring with the clutch completely 
disengaged. 

To adjust the foot (external) brakes properly, 
make the clearance between the band and the 
drum ^2 inch and equal all around. In making 
this adjustment proceed as follows: 

Adjust the nut on the rear support until the 
clearance between the drum and the brake band 
is inch at this point. 

Adjust the two nuts on the shank of the clevis 
just below the eye bolt at the front of the brake 
until the distance between the lower half of the 
brake b? nd and the drum is inch. 


Adjust the T handle, which operates the adjust¬ 
ing screw, until there is a clearance of ^2 inch 
between the upper half of brake band and drum. 

The hand (internal) brakes should be evenly 
adjusted so that when applied there is the same 
resistance on each rear wheel. The following ad¬ 
justments are to be made: 

Make all adjustments for wear on the side pull 
rods connected to the cam shaft levers. 

By removing the rear wheel the hand brake 
band can be set concentric with the brake drum 
by means of the adjusting set screw at the rear. 
The band should just clear the drum at this point. 

Hand lever should be in the sixth notch from 
the front when brakes are applied. 

Adjust accelerator pedal to have a clearance of 
inch between pedal and top of floor board 
when throttle is wide open. 

The oil pressure should be 20 to 25 pounds at 
1000 revolutions per minute; corresponding to a 
speed of approximately twenty-five miles per hour; 
with the engine hot. A lower pressure when the 
supply is up to level indicates that the oil being 
used has low viscosity or that the relief valve 
opens too far. 

To adjust the relief valve opening, change ten¬ 
sion of relief valve spring located in pump hous¬ 
ing—see page 859. 

Compression in the cylinders should show 75 
pounds plus or minus 3 pounds pressure with en¬ 
gine cold and at cranking speed, with all cylin¬ 
der petcocks closed and the throttle wide open.— 
(see also page 853.) 

Gasoline pressure: gauge on instrument board 
should show 1 Yz to 2 % pounds pressure. 

The pressure may be increased by removing the 
plug at the top of the pressure pump cylinder and 
unscrewing the smaller plug at its base. To de¬ 
crease pressure, screw in the plug. 

Valve clearance: Inlet and exhaust valves 
should have .004-inch clearance between valve 
stem and roller holder set screw when engine is 
cold. Be sure that valve is fully seated when 
measuring clearance. 

The vibration damper on the front end of the 
crank-shaft should be adjusted to slip under a 
pull of approximately 140 lbs. 

Clutch pedal: When the clutch is in the fully 
engaged position, the pedal should depress 1*4 
inch under light spring pressure before resistance 
of the heavy clutch spring is encountered. 

If the pedal is brought against the floor board 
before the clutch is entirely engaged, full action 
of the clutch spring is not obtained which will 
cause the clutch to slip. 

The rod connecting the clutch pedal with the 
clutch release lever on the left of the clutch hous¬ 
ing gives the necessary means for obtaining the 
correct adjustment for the clutch pedal. Length¬ 
ening the rod by means of the thumb screw will 
increase the amount of travel under light pressure 
before disengaging clutch. 

No other change from the original adjustment 
will be required as clutch surfaces are automatic 
in their compensation for wear. 

Front wheels should “toe-in” 




















CHART NO. 389—Left Side of Packard Engine. 

Chart 388 omitted (error in numbering). 


851 


ENGINE. 


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862 


PACKARD SUPPLEMENT—ENGINE 



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CHART NO. 390—Right Side of Packard Engine. 







































































ENGINE. 


853 



Valve cover stud 
nut assembly. 

Valve—exhaust. 

Valve stem guide. 

Valve spring. 

Valve spring collar. 

Valve spring collar 
key. 

Valve roller holder 
screw. 

Valve roller holder 
screw check nut. 

Valve roller holder 
screw plate. 

Piston pin. 

Connecting rod. 

Valve roller holder 
guide yoke. 

Valve roller holder 
guide. 

Valve roller holder 
and roller assem¬ 
bly. 

Crank case upper to 
lower stud nut. 

Crank case overflow 
valve stud nut. 

Crank case overflow 
valve spring. 

Crank shaft oil 
thrower. 

Fan driving pulley 
key. 

Cam shaft spiral 
gear, front. 

Cam shaft sprocket. 

Distributor driving 
shaft nut. 

Distributor driving 
shaft gear. 

Distributor driving 
shaft. 

Cam shaft driving 
chain. 

Cam shaft driving 
chain oil tube as¬ 
sembly. 

Gasoline power pres¬ 
sure pump eccen¬ 
tric lock. 

Gasoline power pres¬ 
sure pump eccen¬ 
tric. 

Motor generator 
sprocket eccentric. 

Motor generator 
sprocket coupling, 
female. 

Cam shaft driving 
chain oil tube 
flange nut. 

Distributor driving 
shaft bushing, 
upper. 

Cylinder water jack¬ 
et plate. 

Cylinder water jack¬ 
et plate screw. 


Engine Features. 


The twin-six engine is of the four-cycle type with 
two blocks of L head cylinders bolted to the crank 
case at an inclined angle of sixty degrees. The 
cylinder bore is 3 inches and the stroke 5 inches. 
The left block is set 1 hi -inch ahead of the right 
block to permit the lower end connecting rod bear¬ 
ings from opposite cylinders being placed side by 
side on the same crank pin. This arrangement also 
permits the use of a single cam shaft with a sep¬ 
arate cam for each valve operating directly on the 
valve push rod roller. 

Compression in all cylinders should be equal and 
up to the standard. Weakness or loss of compres¬ 
sion is most probably due to imperfectly seated 
valves, which may be caused by insufficient clear¬ 
ance between the valve stems and lift rods, carbon 
deposits on the valve seats, or by sticky valve 
stems and guides. Compression should be tested 
for uniformity in all cylinders at regular intervals. 

To test the compression in a cylinder, remove the 
spark plug and replace it with a standard compres¬ 
sion gauge. Then with the ignition switch off and 
pet cocks in all cylinders closed, crank the motor, 
using the electric starter. At cranking speed with 


the engine cold, the gauge should register 75 pounds 
plus or minus 3 pounds with the throttle wide open. 

A change in the setting of the cam shaft is 
possible only by removal or disarrangement of the 
front end chain. Adjustments to the chain do not 
affect the valve timing. 

In resetting the cam shaft, the arrows on both 
the crank shaft and cam shaft gears should point 
directly upward and should be in line with the 
arrow on the front end cover face of the engine. 
In this position, the inscription on the fly-wheel, 
“Exhaust closes 1 and 6-R,’’ will be on the top 
dead center line of the engine, which is the cen¬ 
ter between the two cylinder blocks, and No. 1 
right piston will be in the firing position. 

The main and connecting rod bearings are of the 
babbit-faced bronze type. The bearings are set 
with a .0015 to .002-inch clearance and are conse¬ 
quently flooded with a film of oil between the shaft 
and the bearing surface, making adjustment for 
wear necessary only at long intervals. 

To grind the valves disconnect carburetor inlet 
manifold and spark plug connections and remove 
cylinder heads. 


CHART NO. 391—Packard Engine, Front View. 






































PACKARD SUPPLEMENT—GASOLINE SYSTEM. 


Gasoline System. 


General principle: The supply of gasoline is carried in the tank at the rear of the frame. The gaso¬ 
line ie supplied from the tank to the carburetor by air pressure provided by an air pump attached to the 
engine front end cover and driven by the forward extension of the generator shaft. 

The carburetor is mounted above and between the cylinder blocks and receives the heat generated by 
the engine, which assists in the vaporization of the gasoline. 

The gasoline tank is located on the rear of the frame. The capacity of the tank on all models is 
twenty gallons, including about a three-gallon reserve. 

A three-way valve located on the top of the gasoline tank connects with outlet pipes leading to each 
side of the tank. Turning the valve handle to the right permits the gasoline to be completely drained from 
the right side of the tank and vice versa. 

When gasoline has ceased to flow, turn valve handle to its opposite extreme regardless of the previous 
running position in order to obtain the reserve supply. Turning the handle straight up, shuts off the gasoline. 


Caution: If gasoline tank has been completely drained and is replenished with less than five-gallon 
supply, turn the valve handle to the left, which is the side of the tank which receives the first three to five 
gallons. Otherwise, the gasoline will not flow. 






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Air pressure for supplying gaso¬ 
line to the carburetor is furnished 

by an air pump attached to the 
crank case front end cover, and 
driven by an eccentric mounted on 
the generator shaft. 

The air is drawn from outside 
the crank case and forced under 
pressure to the gasoline tank. To 
increase the pressure, remove the 
plug at the top of the pump cyl¬ 
inder and unscrew the smaller plug 
at its base. To decrease the pres¬ 
sure, the small plug should be 
screwed down. 

The hand or auxiliary pump on 
the instrument board provides a 
means of obtaining initial air pres¬ 
sure before the engine is started, 
providing the gauge on the dash 
shows that there is no air pressure 
in the gasoline tank. 

To obtain pressure by hand, un¬ 
screw the handle to the left. When 
plunger is free, operate pump un¬ 
til pressure shows on the gauge. 
Do not pump higher than 2% 
pounds pressure. 

If the gasoline gauge does not 
respond to the hand pressure 
pump, it is probably caused by the 
tank outlet valve being shut off. 

Caution: When through operat¬ 

ing pump, push plunger in and be 
sure to lock it in place by screw¬ 
ing plunger handle to the right. 

The plunger leather of the pump 
should be oiled occasionally with 
neat’s-foot oil. Mineral oils im¬ 
prove the operation of the pump 
only temporarily and tend to dry 
up the leather. 

A gasoline pressure gauge on the 
instrument board is connected di¬ 
rectly with the supply line at the 
gasoline strainer housing. The gauge 
indicator should show from 1% to 
2 1 / i pounds pressure when the en¬ 
gine is running. 

If the pressure gauge indicates 
that the pump is not maintaining 
the proper pressure in the tank, 

proceed as follows: 

Inspect gasoline tank filler cap, 
seat and gasket to make sure that 
they are in good, clean condition 
and free from nicks. 

Be sure that the filler cap is 
tightly seated. If the trouble is 
not found by the above method, 
examine' all connections on the air 
pressure and gasoline supply lines 
to make sure that there are no 
leaks. A good method of locating 
leaks in the air line is to put 
pressure in the tank and go over 
the line carefully with soap suds. 

If it is determined that all pipes 
and connections are absolutely air 
tight, raise the air pressure by ad¬ 
justing the pump as described 
above. 


CHABT NO. 802—Diagram of Gasoline Pressure System. 






































PACKARD CARBURETOR. 855 



Fig. 1. The Packard Carburetor. The Fuelizer 
(fig. 2) is not attached. 

Packard Carburetor. 

The primary air intake elbow (30) is at the 
front end of the carburetor. The elbow contains 
a shutter (28) which is normally open and not 
in use when running. This shutter is operated by 
the “carburetor control’’ on the instrument board, 
which also operates the auxiliary air valve (34). 

By pulling the control all the way out, the pri¬ 
mary air intake is completely closed, allowing a 
very rich mixture to be drawn into the cylinders. 
The control should be pushed in, at least part way 
as soon as the engine has started firing. 

The auxiliary air valve (34) is in a housing (42) 
forward of the mixing chamber and is controlled 
by the tension of two springs, one of which is with¬ 
in the other. 

At low engine speed most of the air is admitted 
through the primary air intake (30) around the 
spray nozzle. 

To prevent too rich a mixture at a greater throt¬ 
tle opening, the auxiliary air valve (34) is opened 
by the increase in vacuum, admitting the right pro¬ 
portion of air to meet all conditions. 

Carburetor Adjustment. 

There is only one carburetor adjustment which 
directly affects the mixture, and this is the auxiliary 
air valve adjustment. This adjustment is made by 
changing the tension of the air valve springs (36, 
37). This is changed by either of two methods, 
the first being through the operation of cams (C) 
at the lower ends of the springs. Raising the cams 
increases the pressure of the springs, and lowering 
the cam decreases the pressure. Increasing the 
pressure produces a richer mixture and decreasing 
the pressure makes a leaner mixture. 

These cams are controlled and operated by the 
air valve control on the instrument board. 

The large outer spring is at all times under ten¬ 
sion, but the smaller inside spring is not normally 
under pressure until the valve opens up a little. 

The other adjustment of the springs is made by 
changing the position of the nuts on the stem of 
the valve. There are two sets of nuts, one for 

each spring, and they allow individual adjustment 
of the springs. 

Under ordinary conditions, and with the engine 
warm, the control on the instrument board should 
be set at the No. 4 notch. Pulling the rod out 

makes a richer mixture and pushing it in makes a 
leaner mixture. 

Caution: In warm weather, or if the engine is 

warm, the mixture may be so rich if the knob is 

pulled out that the charge will not ignite and the 

surplus of unburned gasoline may interfere with 
the proper lubrication of the cylinder walls. 

For idling, the throttle valve is held very slightly 
open to allow a very small amount of mixture to 
go to the cylinders. ' If the engine races or stalls 
when the throttle is closed all the way, the stop 
screw needs adjusting. 


The float chamber vent tube 27. also shown on 
page 854, is for two purposes: (1) to give air to 
float chamber to prevent a vacuum being formed; 
(2) to drain surplus gasoline from chamber around 
spray nozzle when engine is suddenly throttled 
down. 



Fig. 2. The later Packard carburetor (B) 
is the same as in fig. 1, except the Fuelizer 
is attached to intake manifold and a gasoline 
connection (N) is provided for the Fuelizer. 

Tlie Latest Packard Carburetor is Equipped 
With a Fuelizer. 

With the use of the present day gasoline, when 
first starting and until engine is thoroughly heated, 
raw gasoline passes into cylinders which not only 
produces carbon, but thins the lubricating oil on the 
cylinder walls and passes to crank case and dilutes 
the oil. The engine also frequently misses when 
cold. 

To heat the mixture and provide complete com¬ 
bustion within 20 seconds after starting on the cold¬ 
est day, the Packard Co. have developed a device 
to heat the mixture, called a Fuelizer. 

The Fuelizer consists of a small supplementary 
carburetor (S) and a burning chamber where the 
gas from the little carburetor is burned. This 
chamber is.situated in the intake manifold (M). 
When the gas enters, it is ignited by a regulation 
spark plug (P), and passes into the fresh charge 
going from the carburetor to the cylinders through 
wail D to C. The heat of the burnt gas changes the 
wet. poorly carbureted mixture to a dry vapor, which 
combusts with full efficiency when it is ignited by 
the spark in the cylinder. 

The action of the Fuelizer is entirely automatic, 
without involving a single moving part. When the 
engine is starting the Fuelizer is in full operation, 
and the heat supplied to the charge becomes less as 
the throttle is opened. This regulation is provided 
by an air-valve similar in operation to the air-valve 
of the main carburetor. 

Through a small Pyrex glass window (W) the 
operation of the Fuelizer may be seen. A perfect 
mixture produces a purple flame, a fairly rich mix¬ 
ture produces a bluish-green flame, and an ex¬ 
ceedingly rich mixture is indicated by yellow streaks 
in the flame. 

B is the regular carburetor and G is the gasoline 
pipe connection to it from gasoline tank, which feeds 
the carburetor in the usual manner. N is a pipe 
which is also connected with the gasoline pipe line 
at the gasoline connection on the carburetor and 
which feeds the fuelizer. 


CHART NO. 3b3—Packard Carburetor. Packard Fuelizer. 

«8ee also page 850 “Auxiliary Air Valve.” 






















































856 


PACKARD SUPPLEMENT—IGNITION. 



12 


19 


20 


6 

7 

8 
9 

10 

11 

12 

13 

14 

15 

16 

17 

18 


Interrupter spring. 

Interrupter lever assembly. 
Interrupter contact screw. 
Interrupter lever contact. 
Interrupter contact screw bracket 
Resistance wire. 

Interrupter screw bracket stud nut 
Spiral gear oiler. 

Top cover screw. 

Grounding screw. 

Distributor brush holder assembly 
Distributor brush. 

Distributor brush shaft spring, 
right. 

Distributor head spring clip. 
Condenser cable, short, assembly. 
Condenser, right, assembly. 
Governor link. 

Governor weight assembly. 


21 

22 

23 

24 

25 

26 

27 

28 

29 

30 

31 

32 

33 

34 

35 

36 


Yoke collar. 

Distributor head, right. 
Distributor head brush. 

Gear shaft cover plate. 

Cover plate screw lock washer. 
Advance yoke cover plate. 
Advance yoke cover plate screw. 
Advance lever. 

Advance lever spacer. 

Condenser stud. 

Condenser cable, long assemblv. 
Distributor high tension terminal 
nut. 

Distributor brush shaft gear. 

Low tension terminal stud nut. 
Top cover plate assembly. 
Interrupter bracket insulator. 
Interrupter contact screw lock nut. 
Interrupter cam. 


Ignition Interrupters. 

The twin interrupter 
or breaker, at the top 
of the distributor unit, 
completes the low ten¬ 
sion circuit when the 
breaker points are in 
contact. When the points 
.. J separate, the instantane- 
i ous clearing of the low 
I tension current from the 
primary winding of the 
coil, induces a high ten¬ 
sion current in the sec¬ 
ondary winding, which 
surrounds the primary 
winding. 

This high tension cur¬ 
rent is then conducted 
to the cylinder spark 
plugs through the dis¬ 
tributor leads. 

The breaker or inter¬ 
rupter mechanism con¬ 
sists of a separate set 
of breaker points for 
each low tension circuit. 
These are operated by a 
single three-lobed cam 
(36) mounted on the top 
of a vertical shaft which 
is driven at crank shaft 
speed. This causes each 
low tension circuit to 
be broken three times to 
each revolution of the 
crank shaft. 

Arcing across the con¬ 
tact points when they are 
separating is minimized 
by the use of separate 
condensers (16 and 28) 
for each set of breaker 
points, located in the 
rear side of the ignition 
timer and distributor 
housing. Indirectly these 
condensers also serve to 
intensify the high ten¬ 
sion current wave. Re¬ 
sistance units (6) in 
both low tension circuits, 
and located on either 
side of the common 
ground return terminal 
on the timer housing 
serves to keep the low 
tension current down to 
the proper rate of flow. 

High Tension 
Distributors. 

Separate high tension 
distributor heads are 
provided for each cylin¬ 
der block. These are 
mounted on either side 
of the ignition apparatus 
housing and are oper¬ 
ated by rotors on a cross 
shaft driven from the 
vertical timer shaft (see 
page 853). 

Firing Order. 

The firing order in 
each block is 1; 4; 2; 

6; 3; 5; the impulses 
alternating between the 
two blocks. Numbering 
the cylinders in succes¬ 
sion. beginning with 
number one at the front 
of the right block, the 
firing order would be 
1R; 6L; 4R; 3L; 2R; 
5L; 6R; 1L; 3R; 4L; 
5R; 2L; the R and L 
designating the right and 
left cylinder blocks, (see 
page 135 for 1917 Pack¬ 
ard firing order.) 

37 Interrupter lever block. 

38 Interrupter cam nut. 

39 Interrupter lever stud. 

40 Bearing oiler. 


CHART NO. 394 Packard Ignition Unit. Interrupter and Distributor Packard-Deloo Sv«*te™ 

SWBTaSE^.* 7 ^ * he see Ts k 5 a t D m°7 SSS 
















































































ELECTRIC WIRING DIAGRAM. 


857 


♦Packard Electric System. 



A 6 volt storage battery of 120 ampere hour ca¬ 
pacity supplies current for lights and ignition when 
car is running at low speeds. The positive pole is 
grounded. Negative terminal connects with starter 
motor. 

The generator charges the storage battery and 
supplies current for lights at higher speeds. 


All lamp circuits and horn circuit pass through 
the fuse board on the front side of dash. When 
lamps or horn fails, examine fuses. If fuse is o. k., 
then look for loose wires. Fuses are glass tube 
type. If fuses continually blow look for a short 
circuit causing it. 

Ammeter. 


Generator regulator is located on top of genera¬ 
tor. It is provided with three split pins which fit 
into the three terminal tubes on top of the gen¬ 
erator body. This regulator box contains an auto¬ 
matic “cut-out” which opens the circuit between 
generator and battery at low speeds. 

The generator regulator keeps a constant elec¬ 
trical pressure or voltage, slightly higher than the 
voltage maintained by a fully charged battery, this 
pressure being maintained regardless of speed. 

The voltage being constant, the current gener¬ 
ated naturally varies, being small when the bat¬ 
tery is fully charged and increasing as the lights 
are' turned on or the battery is partially discharged. 
The disconnect switch should be reversed every 
1,000 miles in order to keep the points clean on the 
automatic switch. 

The Bijur system is an electrical system with a 
polarity reversing switch. In this system, if we 
assume the generator to be at rest, then the re¬ 
versal of the polarity reversing switch actually re¬ 
verses the battery connections at the point where 
the generator charging lines leave the voltage regu¬ 
lator. When the generator starts to revolve it 
builds up a potential in the same direction that it 
had before reversal. At the instant the automatic 
switch closes, the battery voltage predominates and 
the momentary discharge reverses the shunt field 
and at the same time the battery current through 
the armature reverses it so that the polarity of the 
generator is reversed. As the connections between 
the battery and generator have been reversed through 
the polarity reversing switch, the generator charges 
the battery in the proper direction. 

Electric Starter. 

Starting motor is the Bijur automatic gear shift 
principle explained on page 328, and illustrated on 
page 858. Note fly wheel drive for starting. Starter 
switch is attached to' top of crank case. Button 
protrudes through the board. It is operated by 
foot. One terminal is grounded. Other connects 
with battery, but by a terminal on starting motor. 

♦For location of parts see illustrations on 


The ammeter is localed on the instrument board. 
It is connected between the generator and battery 
through the switch; thus, with the engine idle, the 
ammeter does not indicate, whether the lights are 
on or off. Should it register to the left of zero 
with the engine idle, remove the disconnect plug 
from the regulator, to prevent discharging the bat¬ 
tery. When the engine is running the ammeter 
registers the amount of charging current passing 
from the generator to the storage battery and lights. 
If ammeter fails to register when engine is running 
about 750 revolutions or over 20 miles per hour, 
look for loose connections or broken wires between 
generator and battery, also see that generator com¬ 
mutator is clean and that brushes are making good 
contact If ammeter shows a high current con¬ 
tinuously of 25 or 30 amperes it indicates a heavy 
ground or short circuit in wiring or battery. 

Disconnect the battery to prevent discharging 
and examine wiring for short circuits. 

Electric Lighting. 

All electric light appliances derive current through 
large cable leading from battery to starting motor, 
the other end of both lighting system and battery 
wires being grounded to complete the circuit. 

Lamps—see page 434 * for voltage and candle 
power of bulbs. The Ediswan base with single con¬ 
tact, page 433. 

The tail and license lamp is so wired that it can 
either be turned on by a switch on the control board 
or by a revolving switch at the back of lamp. 

In states (as Illinois) requiring the tail lamp to 
be turned on and off at the lamp, the connecting 
strap (A) on the fuse board should be connected 
to the terminal (0). In Mi is case the circuit is 
controlled by the body light fuse, and the instru¬ 
ment board light by the tail lamp fuse. 

Auxiliary headlights are smaller than the head¬ 
lights. They are placed in front, to be used in 
place of headlights. The headlights are 24 c. p., 7 
7 volt and the auxiliary headlights are 6 c. p., 7 
volt. See diagram of wiring. They are sometimes 
called dimmer lights. 


the different pages of . Packard Supplement. 





















































































































































































































858 


PACKARD SUPPLEMENT—ELECTRIC SYSTEM. 


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CHART NO. 395 —Wiring View of Packard Electric System. Delco Ignition. Bijur Electric sys¬ 
tem otherwise. Black wires above are starting and lighting wires. Light red, low tension igni¬ 
tion and heavy red, high tension ignition. 




































n passage 


around upper passage to 
| distributor cara shaft chain 
shaft oil sprayer and 
bearing generator eccen¬ 
tric and shaft 


ENGINE LUBRICATION. 


859 


-v ' 


Oil passage in cam 
shaft to cam shaft 
bearings 


Oil pressure gauge 


Oil passage to each 
connecting rod 
bearing 






A 






© £8 




« i. » 




U 






u — 






r ' Oil passage from real 
end cam shaft bearing 
topressure gauge 


Oilpasshge to right^ 
oil 'PJyhP cross 
bea 


shafts 

Separ^ojVp«» 
ar/ in,crank snpftr*) 

crank l»injj 

1 


Oil passage from 
front cam shaft 
; bearing to distribU 
tor bearings 


• A-, 


crankshaft bearing Oil screen Oil reservoir Oil manifol<^from Oil entering from Oil pump OiTrelief valve 

to cam shaft pump to crank 

SL- - ... . shaft bearings 


reservoir in 
through oil pump 


Principle of lubrication is force feed and is simi¬ 
lar to the system described on page 198 (King). 

Oil pump (see illustration below) is of the gear 
type. It is located at the lowest point of the oil 
pan and forces oil through a feed pipe to main oil 
distributor manifold, which is attached to the crank 
shaft bearing caps. See illustration above. 

The pump is driven by a spiral gear on the cam 
shaft. It can be removed for inspection by remov¬ 
ing nuts holding it. 

The oil relief valve is contained in the pump body. 


... 


1 Oil pump driving impeller assembly. 

2 Oil pump body to base screw, long. 

8 Oil pump body. 

4 Oil pump base. 

6 Oil pump driven impeller assembly. 

6 Oil pump driven impeller shaft. 

7 Oil pump base plug. 

8 Relief valve spring adjusting screw. 


6 5 
9 

10 
11 
12 

13 

14 

15 


1 


It is controlled by the tension of a coiled spring 
which should be set to maintain a pressure of from 
20 to 25 pounds with the engine warm and running 
at a speed of about 1,000 r. p. m., which is equiva¬ 
lent to a car speed of approximately twenty-five 
miles per hour, and with a minimum pressure of 5 
pounds at 300 r. p. m. The inlet to the relief valve 
ia connected with the pump discharge passage, and 
any excess pressure causes the valve to open and al¬ 
lows the oil to return to the inlet side of the pump. 

To raise the oil pressure, remove the plug from 
the bottom of the pump housing; loosen the jamb 
nut on the adjusting stud and increase the spring 

tension, by turning 
the adjusting screw 
clockwise with a 
screw driver, until 
the proper pressure 
is obtained. 

To lower the pres¬ 
sure, the spring ten¬ 
sion should be de¬ 
creased. Be sure jamb 
nut is screwed up 
tight before plug is 
replaced. 

If the oil pressure 
drops below normal 
when the crank case 
oil supply is up to 
the proper level, the 
cylindrical strainer 
should be removed 
from the crank case 
and cleaned. It should 
also be cleaned when¬ 
ever the supply of 
oil in the crank case 
is changed. This can 
be done by removing 
the small plate from 
the right hand sid6 
of the crank case 
lower half, bearing 
the inscription, “re¬ 
move and disconnect 
oil manifold before 
taking off lower half 
of crank case." 


Adjusting screw lock nut. 

Base plug gasket. 

Relief valve spring cap gasket. 
Relief valve spring cap. 

Relief valve spring. 

Relief valve. 

Body plug. 


CHART NO. 390—Packard Engine Lubrication System. Oil Pump and Relief Valve. 







































































860 


PACKARD SUPPLEMENT—COOLING. 




Clutch and Transmission. 


Clutch: attached to the fly-wheel and enclosed 
in a housing bolted to the crank case casting is a 
multiple disc clutch. It consists of two series of 
dry plates which are alternately connected with a 
casing attached to the fly-wheel and with a spider 
on the clutch shaft. The casing or driving plates 
are faced with special friction material which con¬ 
tacts with the hardened and ground steel spider or 
driven plates. 


The clutch plates are held in contact by the ten¬ 
sion of a strong coil spring. Pressure upon the left 
pedal compresses the spring and allows the plates 
to separate slightly by sliding endwise on their re¬ 
spective keys, which connect the driving plates to 
the drum and the driven plates to the spider. 

Transmission is the usual sliding gear type, giv¬ 
ing three forward and one reverse speed. See page 
498 for gear shift movements. 


CHART NO. 397—Packard Water Circulating System. 

•See page 130 for Cadillac water thermostat and pages 187 and 191. See page 730 for Cadillac condensing system. 


How The Water Circulates. 


The water is drawn from the bottom of the radiator by the 
double impeller pump and is distributed through the manifolds 
to each of the cylinder block water jackets. The outlet from 
the cylinder water jackets is through the cored water passage 
surrounding the gas intake header, which connects the cylinder 
blocks and thence through the tube leading to the top of the 
radiator. 

The purpose of the water jacket surrounding the gas inlet 
manifold is to furnish heat to assist in vaporizing the gasoline. 


♦Packard Water Thermostat 

Located in the upper tank of the radia¬ 
tor, by-passes the water to the inlet side 
of the pump until it has reached the 
proper temperature to permit efficient 
running of the engine. 

A by-pass tube connects the thermo¬ 
stat housing with the inlet side of the 
water pump. Valves controlling the en¬ 
trance to the radiator and the by-pass 
tube are carried on a shaft actuated by 
the action of the thermostat sylphon. 

Normally when the water is cold, the radiator 
valve is closed and the by-pass inlet valve is open, 
allowing the water to circulate through the cylin¬ 
der jackets and back to the pump without entering 
the radiator. 


0*3^ 

a 


se-g 


Moto-meter 


llet strainer 


As the water becomes heated, the expansion of 
the sylphon causes the radiator inlet valve to open, 
and at the same time closes the by-pass valve, mak¬ 
ing it necessary for all water to circulate through 
the radiator. No adjustment to the thermostat is 
necessary. 


Water Cooling. 

Radiator: ribbon tube type. Core 
through which water passes is in¬ 
dependent of outer shell and can 
be removed for repairs. 

Vent tube permits escape of 
steam or surplus water. The emis¬ 
sion of steam indicates low water 
supply, overheated engine or frozen 
radiator. 

Pump is centrifugal type driven 
by generator shaft. There are two 
impellers in pump, each supplying 
a single block. Pump outlet to left 
is through crank case. Adjustable 
gland nut on 
front end of 
pump shaft 
permits pack¬ 
ing to be kept 
tight. 


Cylinder inlet manifold is 
cored for water outlet 
from cylinder jackets 


4 

o-f 



Radiator 

*3 ^ 
•e*s 

T3 * 

flfl «— + 

inlet tube 

PS .2 

hose 



Elbow 
Drain eeek 


Fan 


belt 








ft 


* v 


— gfc 

a,. 










tak 


L * '" 






Kadiat 


Radiator to 
water pump 
hose 


&AY-- 

Oyl. water j 
inlet mani- L - — 
fold 


Water 

pump 


rhermostal 
pass connei ting 
radiator in et an 
rmtlet tnhA 


Fig. 2 — A 
sectional view 
of the ther¬ 
mostatic water 
circu 1 a t i n g 
system, show-, 
ing the syl¬ 
phon and in¬ 
let pipe to 
the left. 



















































DICTIONARY. 


861 


INSTRUCTION No. 50. 

DICTIONARY—Meaning of Motoring Terms. 


Note:—If the Dictionary does not give the meaning, or if a description is desired,—see index for 
the subject. 


A 

Accumulators—A set of secondary cells—also 
called storage batteries,—containing positive 
and negative plates, and filled with electrolyte. 

“Actual” horsepower is the amount of power 
that would be available if there was none ab¬ 
sorbed by friction within the engine itself, and 
the total energy of the explosion was trans¬ 
mitted without friction or other losses to the 
engine shaft. 

“Advanced” spark lever—see page 61. 

A. L. A. M.—Means Associated Licensed Automo¬ 
bile Manufacturers. Now known as S. A. E. 
(Society of Automotive Engineers). 

Alternating current—A current changing its di¬ 
rection of flow, or “alternating” backwards 
and forwards. See pages 439 and 266. 

Aluminum—This metal, the chief characteristic 
of which is its lightness, is not generally used 
in its pure state, but is alloyed with a small 
proportion of zinc; sometimes, for special re¬ 
quirements, a small quantity of copper and 
manganese are added. 

Ampere—The practical unit denoting the quan¬ 
tity of electricity. See page 207. 

Ammeter—An instrument that indicates amperes 
or rate of current flow. 

Ampere-hour capacity of a battery—is a term 
used to express the amount of current that can 
be gotten out of a battery of a given size. 
An actual 50 ampere-hour accumulator should 
be capable of giving 1 ampere for 50 hours, 
2 amperes for 25 hours; but the ratio becomes 
disproportionate as a higher rate of current is 
taken from the cell. 

Annealing—Softening of iron. By placing it in a 
fire and getting it red hot and then permitting 
it to cool without water it softens. 

Annular ball bearing—see page 588. 

Asbestos—This material is of mineral origin (large 
quantities come from Canada). In its natural 
state it is fibrous and somewhat brittle. As 
it resists great heat, it finds considerable ap¬ 
plication in motor work for engine jointing in 
the form of packing washers (of copper sheet 
and asbestos). Asbestos cord is used for cov¬ 
ering exhaust pipes where these pass through 
woodwork, etc. Worked up into a fabric with 
brass wire, it is largely used for brake-band 
linings and clutch covering, as it cannot be 
burnt out by excessive friction. 

Aviatrix—Feminine for Aviator. A woman who 
operates a flving machine. 

B 

Ballast resistor—see page 347. 

Back-pressure—Term applied to restricted exhaust 
discharge. Unless muffler is of sufficient size 
there will be back pressure, and the exhaust 
will not be discharged as rapidly as it should. 

Bezel—The groove in which the glass cover of 
speedometer or clock is fitted, (see page 512.) 

Bore and stroke—see page 81. 

B. H. P.—Brake horsepower—Measurement of 
horsepower of an engine of actual net work of 
the engine or horsepower delivered at the 
crank shaft. (see pages 535 and 537.) 

British Thermal Unit, or B. T. U.—The amount 
of heat required to raise the temperature of 1 
lb. of water 1 degree Fahr. (at its maximum 
density, which is at 39.1 degrees Fahr.) This 
expression is much referred to in the study of 
the value of various fuels for engines: thus 
gasoline ranges about 19,000 to 20,000 B. T. U. 
per lb. A pound of gasoline of 58 s. g. is ap¬ 
proximately 8 tenths of a pint. 1 B. T. U. is 
equivalent to 778 foot lbs. of work—see also 
page 587. 

C 

Calorific value—This term is used with reference 
to various fuels, 'such as gasoline, benzol, 
paraffin, etc., and represents the effective heat¬ 
ing power per lb. in terms of British Thermal 
Units. One lb. of gasoline contains about 
19.000 b. t. u’s. 


Cam shaft—The shaft running through the engine 
which has the cams placed upon it at certain 
fixed positions. 

Carbon—One of the well-known non-metallic ele¬ 
ments. It is an excellent conductor of elec¬ 
tricity. As applied to the automobile refers 
to the carbon deposit which accumulates in the 
combustion chamber of an engine (see page 
623). In a hard state it works well as a con 
tact medium in conjunction with copper or 
brass, it is, therefore, largely used for the 
brushes of the magneto, and also for the 
brushes of car-lighting dynamos. Carbon in 
its natural form of graphite is used as a lubri¬ 
cant for gearing. It is generally mixed with 
grease, and is supplied ready prepared by lu¬ 
bricant manufacturers. 

Carbonize—The deposit of carbon upon the points 
of the spark plugs and the various internal 
portions of engine cylinder and exhaust pas¬ 
sages. 

Cell—An electrical cell, is a vessel complete with 
its contents, and a number of these form a 
battery, or a set of storage batteries. Each 
cell must contain positive and negatve plates, 
and some form of electrolyte. 

Celluloid—A compound of camphor and gun-cot 
ton. Its transparency and flexibility are its 
chief characteristics. Non-inflammable cellu¬ 
loid is now made for windshields. 

Chauffeur; pronounced “Sho-fur.”—Derivation, 
French, chauffeur, to heat. A chauffeur is a 
man in charge of a furnace or. boiler fire 
The first use of the word chauffeur was dur¬ 
ing the revolution of 1789, when bands 
of brigands heated “chauffeur” the feet of 
their victims in order to make them reveal 
the place where their money was hidden. 
The “chauffeurs” were stamped out during the 
Consular period. The word chauffeur was first 
applied to motor car drivers under the popular 
supposition that they had to tend a fire. On 
the French railroads the chauffeur is the fire¬ 
man; the engine driver is the mechanician. 

Chauffeuse—A woman chauffeur. 

Chassis; pronounced “chas-say.”—Derivation. 
French; a frame in wood or metal; the frame 
work of a wagon; later the term was applied 
to the frame-work of a locomotive; then to the 
longitudinal and transverse frame members of a 
motor car. By extension it also designates the 
whole of the mechanical portion of a motor car. 
More correctly, however, the word chassis should 
enly apply to the metal framework receiving the 
engine gearset and controlling mechanism. 

Change gears—The transmission or system of 
changing the gears in gear box. 

Chamfer—A small channel or groove cut in metal 
or wood; corner beveled off. 

Check-valve—A stemless valve; one which permits 
the passage of a fluid or gas in one direction 
only. 

Circuit—The path of the electrical current; the 
conducting material, or wires. 

Circulating pump—Pump used to circulate the 
cooling water. Operated by the engine. 

Clutch—A device for connecting and disconnect¬ 
ing the engine from the transmission—usually 
placed in or on the inner face of the fly wheel 
rim. 

Clutch pedal—The foot pedal which connects and 
disconnects the clutch. 

Coefficient—A known quantity. That which co¬ 
operates with another variable or unknown 
quantity. 

Coil and battery system of ignition—In a battery 
the electricity is obtained by chemical means 
instead of mechanical means, as when a dynamo 
is used. The coil has nothing to do with the 
generation of the electric current, its function 
being to “gear up,” intensify, or increase the 
pressure or transform the low-voltage primary 
current into a high voltage secondary current 
to enable a spark to be produced across the air 
gap of the plug points. 


Her tiaee 439 for Storage Battery Words and Terms. See page 898 for English-French Dictionary. 

By referring to index definition of many other words can be found. See page 90/ for Airplane Glossary. 



DICTIONARY. 


862 

Combustion space—The space between the end 
of piston (when on upper dead center) and 
head of cylinder. That portion over the valve 
is also included, (see page 54.) 

Compression—A term implying that the explosive 
charge of gas and air drawn into the cylinder 
on the suction stroke is subjected t£ a strong 
squeezing effect on the next stroke. *he charge 
is pressed into a space about one-fifth the 
volume or space of that occupied by it on the 
suction stroke, equaling 55 lb. to 90 lb. pres¬ 
sure per square inch. See page 535. 

Compensating Air Valve—Also termed auxiliary 
air valve; a valve which counteracts the tend¬ 
ency of an over rich mixture as the speed in¬ 
creases. 

Compensating Gear—see “Differential.” 

Compression tap or cock—A small tap placed at 
the upper end of the cylinder, which can be 
opened to relieve the compression, to make 
cranking easier. 

Concentric—The opposite of eccentric.— (see foot 
note page 146.) 

Condenser—An important part in a spark coil or 
high tension magneto, (see page 229.) 

Conductor—A material along which electricity 
will readily flow, such as copper, platinum, steel, 
and, in fact, all metals. Silver is the best 
conductor, but copper is only very slightly in¬ 
ferior. Carbon is a non-metallic element, but 
an excellent conductor much used in magneto 
construction for the brushes. The wires or 
cables of the ignition circuit are sometimes 
referred to as conductors or “leads.” 

“Contact breaker”—The interrupter on a mag¬ 
neto. Also applied to the interrupter arrange¬ 
ment on the “make and break” igniter. 

Contact-screw—The small screw, having a platinum 
point, against which the trembler vibrates. 

Contact sector—One of the Sectors in a timer 
or distributor, (see (U) fig. 2, page 270.) 

Continuous or direct current.—This implies that 
the current flows in one direction. The direct 
opposite of alternating current. 

Current—The flow of electricity. 

Cut-out, Muffler—A valve opening into the ex¬ 
haust pipe at a point between it and the 
muffler when opened permits the exhaust 
gases to escape through it directly into the 
atmosphere instead of being forced through the 
muffler, (see page 84.) 

Cylinder en bloc—The cylinders cast together in 
one piece. 

Cylinder priming cock—Same as compression re¬ 
lief cock. Usually placed in the head of the 
cylinder for injecting gasoline. 

D 

Dead rear axle—A rear axle that does not turn. 
Type usually used on double chain driven cars. 

Demountable rim—A form of rim that can be 
taken off the wheel without deflating the tire. 

Differential gear. See page 35. 

Direct current—Electric current where the cur¬ 
rent flows continuously in one direction. Unlike 
“alternating” current—the opposite. 

Distributor or Distributer—A special form' of ro¬ 
tary switch, which directs the high tension cur¬ 
rent to the various spark plugs. 

Dry battery—Called dry cells or primary cells. A 
series of primary cells which do not contain 
liquid electrolyte. 

Dynamo—A generator of electricity. The dynamo 
is usually used on a motor car to light the 
electric lights and to recharge storage batteries 
and in some instances furnishes current for 
the ignition. 

E 

Earth connection, or “ground”—An inaccurate 
term when applied to the electric circuits of a 
motorcar. The car is insulated from the road 
by the tires, hence the “earth” is not used 
at all. What is meant is that the framework of 
the car is used as a return conductor so as to 
dispense with some of the wires. 

E. H. P.—Electric Horsepower. 746 Watts. 

Electrode—The insulated part placed in the ig¬ 
niter of a low tension system of “make and 
break” ignition. The center rod of a spark 
plug, (see fig. 2, page 218 and fig. 1, page 216.) 

Electric ignition—Any form of ignition by which 
the mixture in the combustion chamber is 
ignited by means of an electric spark. 


Elements—See fig. 9, page 446. 

Electro-magnet—Any piece of metal (usually iron 
or steel) that is magnetized electrically. The 
opposite of a permanent magnet. 

E. M. F.—Electro Motive .Force. The voltage. 
The pressure. Tension. 

En-bloc—Cast in one piece. 

E. P. M.—Explosions per minute of a gasoline 
engine. 

Exhaust box—See muffler and silencer. 

F 

Field—The seat of magnetic flow, between the 
pole pieces of a generator or motor. 

Fierce clutch—See page 661. 

Flash point—See page 201. 

Fly wheel—A heavy wheel rotating without con 
tact with anything save its axle, by the mo¬ 
mentum of the periphery of which, an even 
running of the engine is obtained. 

Flux, magnetic—Lines of magnetic force, that 
pass or flow through a magnetic field, (see 
page 267. Also for welding, see page 719). 

G 

Galvanometer—An instrument for measuring the 
presence, extent, and direction of an electric 
current. 

Garage; plural, garages—Derivation, French. The 
word has been taken bodily, pronunciation and 
spelling, from the French language, in which 
it is a variation of the word gare, a station or 
terminal for either railway trains or boats 
Garage, as a noun, means, in both French and 
English, a place in which motor cars are kept 
and is sometimes applied to shops wherein 
motor cars are repaired. The verb, to garage, 
means the act of putting a car in the garage 
building. Pronounced with the final g soft, the 
final a open and the accent upon the last 

' syllable. 

Gasoline or gasolene—(English, gas; Lat. al 
(eum) (oil). A light grade of petroleum. 

Gear box—See transmission. 

Gear ratio—The number of revolutions of the 
engine made for one revolution of the road 
wheels—this depending on which “speed” or 
gear is in use. Thus the high speed gear ra 
tio may be 4 to 1, i. e., four revolutions of 
the engine to one of the road wheels. 

Gear set—The transmission. 

Governor—A device to regulate the speed. 

Ground—Connection of electric wiring to frame 
of car or metal part of engine. The term was 
originally derived from the fact that with tele 
graph and telephone systems one wire was used, 
which was insulated from the ground. The 
other, or return wire to complete the circuit, 
the ground was used. A piece of wire was at 
tached to an iron pipe and driven deep into the 
ground at each end of the. circuit. This same 
principle is used in automobiles. One wire is 
insulated from the frame or metal part of car 
The frame is used as the return wire. 

Gudgeon pin—The wrist pin also referred to aa 
the piston pin, the latter being correct term. 

H 

Half speed shaft—The small shaft, revolved at 
one-half the speed of the crank shaft by means 
of any suitable gearing—the cam shaft. 

High gear—Combination of gears ordinarily used 
in running. The highest ratio of gearing—on 
some cars 2*4 to 1, others 3 to 4^ to 1. 

High tension and low tension—See page 213. 

Heat units—See page 861, 587. 

Hydro carbon engine—A gasoline engine. 

I 

Idling—Refers to engine when running slow, and 
car is standing still. 

Ignition cam—The small cam on the half-speed 
shaft which either causes a make and break of 
the current, or is notched to receive the nose of 
the trembler in timers of the mechanical vibra¬ 
tor type, (see fig. 2, page 220.) 

Igniter has various meanings. On “make and 

break” ignition the part that makes the 6park. 
On high tension it sometimes means the spark 
plug and others call the “commutator” or 
“timer” the igniter. The correct meaning 
should be the part that ignites the gas. 

Increments—Gradual increase or increasing a 
specified amount. 


DICTIONARY. 863 


Indicated’ ’ horsepower or I. H. P. is the power 
delivered to the piston inside of cylinder aud 
can be measured by taking an indicator dia¬ 
gram which shows the pressure of the explosion 
in pounds per square inch. From this the mean 
effective pressure during the stroke can be 
calculated. See page 535. 

Induced current—The momentary current set up 
in a circuit, by the the proximity of wires con¬ 
veying the primary current, but not connected 
with those wires. 

Induction—An influence exerted by an electrical 
charged body, or by a magnetic field or neigh¬ 
boring bodies without apparent communication 
or connection. 

Induction coil—A step-up transformer. An ap¬ 
paratus through which the primary current ia 
made to pass close to the secondary wires, thus 
setting up the induced, or high tension cur¬ 
rent. (see page 221.) 

Inductor—See pages 256 and 265. 

Intensify—To increase, to render more intense— 
to intensify the voltage (pressure) means to 
increase the voltage. 

Inlet valve cage—A housing used over an inlet 
valve, (see figs. 2 and 3, page 90.) 

Inspiration—Means the same as “suction” or 
“intake” as, suction stroke, intake stroke, or 
inspiration stroke. 

Insulation—The protection of wires, or leads, by 
some suitable material which is a non-conductor 
of electricity. 

Insulator.—A material through which electricity 
cannot flow, for instance, porcelain, mica, india 
rubber, fibre, vulcanite, glass, celluloid, paraf¬ 
fin-wax, silk, shellac, steatite, slate, etc. 

“Int.”—When found stamped on a coil or ter¬ 
minal, means interrupter connection. 

Integral—The whole made up of parts. 

Intensity coil—See “Induction Coil.” 

Intermediate gear—Combination of gears inter¬ 
mediate in power and speed, between the low 
gear and the high gear. 

Intermittent—Applied to a cam on the engine, 
meaning that the motion is not steady but at 
intervals. 

Internal combustion engine—See page 53. 

J-K. 

Jump spark—A spark which jumps from one 
terminal of the secondary coil to the other, (see 
induction coil.) 

Jump spark coil—Another name for induction coil, 
spark coil, or high tension coil. 

Jump spark plug—See page 235. 

Kilometer—1000 meters or % of a mile. 

Kilo-watt—1000 watts or U/6 horsepower. 

L 

Laminate—Built up of thin plates of metal, as 
shims or a “laminated core in magneto arma¬ 
ture.” (see fig. 6, page 258.) 

Lapping—A term applied to the operation of grind¬ 
ing in or fitting rings, pistons, etc. 

Limousine; plural limousines—Derivation, French. 
A motor car body with a permanent top pro¬ 
jecting over the driver and having a protecting 
front. The name was originally applied to a 
cloak worn by the inhabitants of Limousine, an 
old province of central France. It was later 
extended to the covering of a carriage, and then 
to one type of enclosed motor car body. At 
present, the term often is applied to a complete 
car having a limousine body, (see page 16.) 

Lines of force—Imaginary lines, in the direction 
of which it is assumed that the lines of magne¬ 
tic attraction and repulsion pass or act. (see 
page 267.) 

Liners—Metal plates, usually very thin, placed 
betwen two halves of a bearing so that by tak¬ 
ing out a liner the bearing can be tightened. 

Live axle—See page 31. 

Low speed—The ratio of gearing in a transmission 
for running rear axle at the lowest speed. 

M 

Magneto—A device operated mechanically and 
driven direct from the engine and which gen¬ 
erates electric current but “alternating” in¬ 
stead of “direct.” There are two forms; the 
low tension and the high tension. 

“Make and break” ignition—Low tension system. 
No spark plug used. 


Manganese bronze.—Composed of copper, tine and 
manganese. It makes very strong and tough 
castings. Forged front axles of this alloy are 
used on some American cars. 

Mechanical efficiency is the ratio between the 
indicated h. p. and the h. p. available for use¬ 
ful work at the engine shaft. 

Mechanician—A racing driver’s helper. Also see 
page 594. 

Mechanical equivalent of heat.—This is repre¬ 
sented by the number 778, which is the num¬ 
ber of foot pounds of work equivalent to one 
British thermal unit. 

Mechanical valve—Applied to either the exhaust 
or inlet valves when operated by a cam or me¬ 
chanical means. The exhaust valve is always 
mechanically operated, whereas the intake is 
sometimes opened automatically by the suction 
of the piston. 

Mesh—Usually applied to the meshing of the 
teeth of two gears; for instance, the teeth of the 
large half time gear, in fig. 3, page 86, (G2), 
meshes with drive gear (Gl) on crank shaft. 

M. E. P.—See page 535. 

Misfiring—Term applied to missing of one of the 
spark plugs. 

Mono-block cylinders—Another name for en-bloc 
or all in one casting. 

Motor—The engine or motive power. Technically 
it refers to an electric motor and should never 
be used when referring to the engine. 

N 

Negative pole—Minus sign—The point to which 
the current returns after passing through the 
circuit. Designated thus: (—) 

Nickel.—Used in the form of an alloy with steel, 
viz., nickel-steel. For exhaust valve a high 
perecentage (20 to 25%) nickel steel is the 
most suitable material, as it effectively resists 
the intense heat and oxidizing action of tne ex¬ 
haust gases. Nickel is now the standard ma¬ 
terial for spark plug electrodes. 

O 

O—A small (°) placed along side of a figure ex¬ 
presses degrees, see page 93 for meaning of 
degrees. 

Ohm—A unit of electrical measurement of resis¬ 
tance. The resistance an electric current meets 
in flowing through a conductor, is measured 
in ohms, (see page 207.) 

Oscillate—A pendulum like movement, see con¬ 
necting rod, page 645. 

Otto, or four stroke “cycle,” is an expression 
often used in connection with gasoline engines. 
It means that the power is developed during a 
complete cycle or four strokes, the principle first 
adopted in the Otto gas engine. The complete 
cycle comprises four distinct operations, one oc¬ 
curring at each half revolution of every stroke of 
the piston: thus (1) suction stroke, (2) com¬ 
pression stroke, (3) impulse or firing stroke, 
and (4) exhausting stroke. 

P 

Parabolic—Pertaining to, or formed like a para¬ 
bola. One of the conic sections. 

Periphery—That part of a wheel or disk farther- 
est from its center. The circumference. 

Pet cock—(also called relief cock and compres¬ 
sion cock)—A small valve usually placed in 
head of cylinder or on carburetor. 

Petrol—Gasoline. 

Phosphor-bronze—An alloy mainly consisting of 
copper and small proportions of tin, lead and 
phosphorus, the proportion of the latter being 
very small. It is a very tough, hard-wearing 
alloy. Largely used for engine bearings. 

Pinions—Gears that have the teeth cut right in 
the hub. 

Platinum.—This very expensive metal (price rang¬ 
ing from $30 to $40 per oz., according to 
the market) is used for the contacts of the 
magneto. It is practically infusible (it has 
a very high melting point) and non-corrodible, 
and thus effectively resists the burning and 
oxidizing action of the electric spark. It is 
also used for the “leading in” wires of the 
electric bulbs used for car lighting, as its ratio 
of expansion (due to heat) is the same as 
glass. Sparking plug electrodes are, in a few 
instances, also made of it. Tungsten now ex¬ 
tensively used instead. 


i 


DICTIONARY. 


864 

Porcelain—The insulating material of the spark 
plug. 

Poppet valve—The word poppet probably is a 
corruption of the name puppet applied to this 
type in England, on account of its resemblance 
to the popping up and down of the puppets in 
the old time Punch and Judy shows, (see fig. 
1, page 88.) 

Positive polo. —Usually indicated with a plus sign 
(-1-) means the positive terminal, or wire from 
which the current starts in an accumulator or 
dynamo. The carbon terminal of a primary or 
dry battery is positive. 

Port—Openings in the cylinder for exhaust, inlet, 
water, or valves. 

Pre-Ignition—Ignition occurring earlier than in¬ 
tended. 

Primary battery—A series of either wet or dr) 
cells depending upon chemicals for the genera¬ 
tion of electricity, without charging from a dy¬ 
namo or other battery. 

Primary wires—The wires, or leads, conducting 
the primary, or low tension, current to the place, 
or places, where it is required for use. 

Propeller shaft—The drive shaft from transmis¬ 
sion to rear axle. (see page 50.) 

Q 

Quadrant—Usually applied to the quarter circle 
on which the spark lever and throttle lever is 
attached on the steering wheel. 

R 

Reciprocating—A back and forth movement ap¬ 
plied to the action of the pistons in the engine. 

Rectifier—An electrical device for changing alter¬ 
nating, into direct current. 

Resistor—(ballast) — (see fig. 3, page 348.) 

Retard—A decrease in the speed of. Usually ap¬ 
plied to “retarding the spark,’’ meaning to set 
the ‘timer back so that the ignition will be later 
or slower. 

Rotary—Revolving motion; opposite of recipro¬ 
cating motion. 

Rotary valve—See page 138. 

R. P. M.—Revolutions per minute. 

Rubber.—For tire construction rubber supplies 
come from various parts of the world. Amongst 
the finest grades is the well-known “Para’’ or 
Brazil rubber. South America rubber, gener¬ 
ally is considered very good, but excellent sup¬ 
plies now come from Borneo, India, Ceylon, 
Federated Malay States, and, in fact, many other 
tropical lands. Pure rubber lacks certain im¬ 
portant physical characteristics indispensable 
for tires, such as stability under change of tem¬ 
perature. Pure rubber becomes soft under the 
influence of heat, and hard and brittle when 
subjected to cold. The process of vulcanization 
renders the rubber proof against heat and 
cold, and also renders it tough and resilient, 
so as to possess “life” and vibration absorbing 
properties. 

S 

Scored—Marred by ridges or grooves. Usually 
referred to in connection with cylinders, (see 
page 653.) 

Seats—That part of chamber upon which the valve 
rests. Applied to the valve in engine. 

Secondary battery—A storage battery. 

Secondary coil—The winding in which the high 
tension current is generated, which is quite 
distinct from the primary current. 

Short circuiting—Providing a shorter path; plac¬ 
ing a wire or other conductor, from positive 
to negative side, (see page 412.) 

Shunt—To turn aside or branch off. (see pages 
332 and 414.) 

Silencer—See Muffler. 

Sleeve valve—See page 139. 

Spark—The spark which passes between the points 
of the spark plug. 

Spark coil—A coil through which electric current 
is passed and intensified, (see fig. 1, page 220.) 

Spark control lever—The lever on the steering 
column (usually the short one) attached to the 
timer, (see page 152.) 

Spark gap— A safety device on a magneto to pre¬ 
vent the armature windings being strained or 
short circuited owing to a faulty spark plug or 
wiring circuit, also applies to gap between 
points of spark plug. 


Starting crank—A crank for starting the engine. 

Starting plug—A small brass plug which fits into 
an opening on the dashboard and closes the 
circuit. When removed, the circuit is broken. 

Streamlipe body—See page 760. 

Stroke—Usually referred to as the stroke of an 
engine, iheaning the length of the up and down 
motion of a piston. 

Stroke of engine—See Bore (and pages 543 te 

546.) 

Studs—Bolts, with threads cut on both ends, 
screwed into engine cylinders to fasten them 
to base, also used to fasten down cylinder 
heads, (see fig. 1, page 701.) 

Symbols—See pages 541, and 356. 

Synchronization—To time two or more sparks to 
occur exactly at the same instant or at a similar 
periqd in a given cycle of operation, (page 232.) 

T 

Tappet—A push rod connected between the cam 
and valve, (see fig. 2, page 92.) Also termed 
a plunger. 

Throw—Usually referred to as the crank, or the 
part where the big end of the connecting rod 
attaches to crank shaft. 

Thermal efficiency of an engine—See page 587 

Tonneau; plural, Tonneaux—Derivation, French 
word meaning a barrel; a wooden vessel formed 
of staves and hoops and made to contain a ton¬ 
neau (1,000 kilogrammes) of oil. Later, a 
horsedrawn carriage, known in England as a 
governess car, having a rear entrance A sim¬ 
ilar type of body was first applied to a motor 
car by M. Huillier, of Paris, and by reason of 
its resemblance to a barrel and to the horse- 
drawn tonneau already existing, was known as a 
tonneau. 

Torque—-The word torque is a definite one and 
means the same whether referred to automobiles 
or any other piece of mechanism, and refers to 
the twisting or wrenching effect produced by 
the engine or motor See also page 535. 

Touche—The small plug used in the switch to 
complete the electrical circuit when required. 
(French.) 

Transformer—Another name for a high tension 
coil. An electrical device for transforming 
the current from a low tension to a high 
tension. An induction or secondary or high 
tension, double wound, coil. 

Trembler—The small vibrating spring used for 
making and breaking the primary circuit of a 
coil, (see page 220.) 

Tube ignition—A small tube, usually of platinum 
—having its outer end closed—is screwed into 
the combustion chamber. This tube is so placed 
that the flame of a blow-lamp, generally sup¬ 
plied from a separate and small tank of gaso¬ 
line, acts upon it and causes it to become in¬ 
candescent. Old method of ignition now out 
of date. 

Tuning an engine—Extreme care and special ad¬ 
justment—as tuning up a car for a race, etc. 

Two-to-one gear—The gearing—usually consisting 
of two-gear wheels, one having exactly double 
as many teeth as the other, also called “timing 
gears’’ and “halftime-gears.’’ 

V 

Valve-lifter—An additional lever by means of 
which the exhaust valve may be raised and kept 
out of action, thereby reducing the compression 
and preventing the creation of a vacuum with¬ 
in the cylinder, so causing the inlet valve to 
remain closed. Used extensively on aero and 
stationary gasoline engines. This term also ap¬ 
plies to a “valve spring lifter,’’ (see page 633.) 

Vaporizer—An early form of carburetor valve. See 
page 141, fig. 1. The vaporizer is also a meanB 
of heating the fuel. 

Venturi—Applies to the mixing chamber of a car¬ 
buretor; Venturi shaped—(see page 152, figs. 
2 and 3.) 

Viscosity—The adhesive or glutinous characteristic 
of oils used for lubrication. 

W 

Watt—The unit of electrical power obtained by 
multiplying volts by amperes, (see page 207.) 

Wet-Cell—A battery using a liquid solution. 

White metal or anti-friction metal—An easily 
fusible alloy of lead, antimony, and tin used 
for “lining” re-metalling bearings. 





VALVE AND CAM SIDE OF 4 CYLINDER ENGINE—Draw in the Parts. 
Draw in the other side first—then the parts on this, the valve side of engine. 


Valves —draw in the valve head in its seat or slightly raised where necessary, taking it for granted that No. 1 piston is just starting down on power stroke (see page 
116). Firing order we will say is 1, 2, 4, 3. 

Valve springs are next, then valve spring retainers. 


Cam gears should now be drawn, then cam shaft with its eight cams. Place cams in position, as near as possible as if No. 1 piston was just starting down on power 
stroke, No. 2 just starting up on compression, No. 3 just starting up on exhaust, and No. 4 just starting down on suction stroke. 





WATER 
PIPE .. 


OIL I 
PRESSURE 1 
GAUGE 


WATER 

JACKET 


GEAR ON FLY 
WHEEL FOR 
^STARTING 
MOTOR 


.CAM 

SHAFT 


OPERATED FROM 
GEAR ON 
CAM SHAFT 




OIU 

EVELCOCK 


EXHAUST 






OIL 


Valve guides are drawn next, 
then valve plungers; on the 

upper part of valve plungen 
place adjustment nuts. 

Lubrication system of the 

forced feed principle can now 
be outlined—the oil pump be¬ 
ing operated from the cam 
shaft. Show arrows pointing in 
direction of flow of oil. 

. 

Ignition —a magneto of the high 
tension type* can be installed 
or a battery and coil system. 

If battery and coil system, place 

the ignition unit (as per page 
342) on the generator and place 
generator on the bracket (MG). 
Chains usually run the genera¬ 
tor—but in this case we will 
use gears. 

Connect up the wires from 

timer to battery (place a bat¬ 
tery below some where), con¬ 
nect cables from distributor to 
spark plugs for a firing order 
of 1, 2, 4, 3. 

Starting motor —place a start¬ 
ing motor using a Bendix drive 
(see page 342—and explanation 
pages 326-331) on the bracket 
(S)—connect this starter with 
battery and switch. 

*See illustration*, pages 810 and 266. 



























































































































INSERT NO. 4. 


Copyrighted 1918, 1919, by A. L. DYKE, St. Louis, Mo. 


PISTON AND CRANK SIDE OF 4 CYLINDER ENGINE —Draw in the Parts. 

In order to more clearly understand just where the parts of an engine are located and their purpose, this illustration and the one on the back have been provided. If the 
reader cares to, he may take his pencil (soft one) and draw in the parts as enumerated below. 


Crank shaft—draw this first. 
Bear in mind the stroke of the 
piston is approximately 1% 
inch, therefore the “throw” 
of the crank shaft must be one- 
half of this or 9/16". The crank 
shaft is an 180° crank (see 
pages 76 and 114). 

Pistons are next—they are ap¬ 
proximately %" diameter. The 
length should be approximately 
There is a slight clear¬ 
ance. Piston rings —place three 
on the piston for No. 4 cylinder. 
Wrist pin is next; piston for 
No. 3 cylinder should be drawn 
in section to show same. Draw 
pistons for cylinders No. 2 and 
No. 1 in like manner. 

Connecting rods —with lower 
bearing split and bushings pro¬ 
vided and shims between the 
upper and lower parts. Oil 
scoop or dipper to be provided 
on lower end of connecting rod 
cap. 

Timing gears; crank shaft tim¬ 
ing gear is one-half the size of 
the cam shaft timing gear. 

Cam shaft is drawn in next. 
Bearings are not provided but 
can be indicated. 

Clutch —draw a cone or plate 
clutch (in section) in fly wheel. 
It will be necessary to taper 
inner face of fly wheel rim 
for a cone clutch and re-design 
for a plate clutch (see pages 
38, 40 and 42.) 



CAK| 

SHAF' 

-GEAR 


BEARING 


n_— jl 


SUMP 






















































































































FORD ELECTRIC SYSTEM FOR ENCLOSED CARS. 864-A 


The F. A. Starting and Lighting System as 
Installed on Ford Sedans and Coupes. 


Parts and Location. 

The starting and generator system is a two- 
unit type and consists of the following parts: 
Generator, cut-out, combination switch, fuse, 
terminal block, ammeter, starting motor, stor¬ 
age battery, wire, headlamps with headlight 
bulbs and dimmer bulbs. The combination 
switch, ammeter, and priming button are 
mounted on a cowl. 

The Starting Motor. 

The starting motor is mounted on the left- 
hand side of the engine and bolted to the 
transmission cover. When in operation the 
pinion on the *Bendix drive shaft engages 
with the teeth on the flywheel, which is a 
ring gear with teeth cut in it and bolted to 
flywheel and held in place by the brass 
screws which hold the magnets—see fig. 6, 
page 864B. 

When Starting Engine. 

The spark and throttle levers should be placed 
in the same position on tho quadrant as when 
cranking by hand, and the ignition switch 
turned on. Current from either battery or 
magneto may be used for ignition. When 
starting, especially if the engine is cold, the 
ignition switch should be turned to “bat¬ 
tery.As soon as the engine is warmed up, 
turn switch back to “magneto.” The mag¬ 
neto was designed to furnish ignition for the 
Model T engine and better results will be ob¬ 
tained by operating in this way. Special at¬ 
tention must be paid to the position of the 
spark lever, as a too advanced spark will 
cause serious back firing which in turn will 
bend or break the shaft in the starter. 

The starting motor is operated by a push but¬ 
ton, conveniently located in the floor of the 
car at the driver’s feet. With the spark and 
throttle levers in the proper position, and ig¬ 
nition switch turned on, press on the push 
button with the foot. This closes the cir¬ 
cuit between the battery and starting motor, 
causing the pinion of the Bendix drive shaft 
to engage with the teeth on the flywheel, thus 
turning over the crank shaft. 

When the engine is cold it may be necessary 
to prime it by pulling out the carburetor 
priming rod, which is located on the instru¬ 
ment board. In order to avoid flooding the 
engine with an over rich mixture of gas, the 
priming rod should only be held out for a 
few seconds at a time. 

If Engine Fails To Start. 

If the starting motor is turning the crank 
shaft over and the engine fails to start, the 
trouble is not in the starting system. In this 
event release the button at once so as not to 
unnecessary discharge the battery, and in¬ 
spect the carburetor and ignition system to 
determine the trouble. 

If Starting Motor Fails. 

If the starting motor fails to act, after push¬ 
ing the button, first inspect the terminal on 
the starting motor, the two terminals on the 
battery and the two terminals on starting 
switch, making sure all of the connections are 
tight; then examine the wiring for a break in 
the insulation that would cause a short-cir¬ 
cuit. If the wiring and connections are o. k. 


and the starting motor fails to act, test the 
battery with a hydrometer. If the hydrome¬ 
ter reading is less than 1.225 the trouble is 
•no doubt due to a weak or discharged battery. 

Operation of Generator. 

The generator is mounted on the right-hand 
side of the engine and bolted to the cylinder 
front end cover. It is operated by the pin¬ 
ion on the armature shaft engaging with the 
large time gear (spiral gear). 

The charging rate of generator is set so as to 
cut in at engine speeds corresponding to 10 
miles per hour in high speed and reaches e 
maximum charging rate at 20 miles per hour. 
At higher speeds the charge will taper off, 
which is a settled characteristic of battery 
charging. 

This operation of cutting in and cutting out 
at suitable speeds is accomplished by the cut¬ 
out. This cut-out is set properly at the fac¬ 
tory and should not be tampered with. 

Oiling. 

The starting motor is lubricated by the Ford 
splash system, the same as the engine and 
transmission. The generator is lubricated by 
a splash of oil from the time gears. In addi¬ 
tion an oil cup is located at the end of the 
generator housing and a few drops of oil 
should be applied occasionally. 

When Tampering with the Ignition System. 

The introduction of a battery current into the 
magneto will discharge the magnets and when¬ 
ever repairing the ignition system or tamper¬ 
ing with the wiring in any way, do not fail 
to disconnect the positive wire from the bat¬ 
tery. The end of this wire should be wound 
with tape to prevent its coming in contact 
with the igniton system or metal parts. 

An Ampere Meter 

is located on the instrument board or cowl 
and reading is 20-0-20 which means, 0 or 
zero is in the center and 20 to the left or 
“discharge” side and 20 to the right or 
“charge” side, (see page 410 for explana¬ 
tion.) The needle is on the “charge” aide, 
when the generator is charging the battery 
and “discharge” side, when the lights are 
burning and the engine not running above 
10 miles per hour. 

At an engine speed of 15 miles per hour or 
more the meter should show a reading of 
10 to 12 amperes even with lights burning. 

If the engine is running above 15 miles per 
hour and the meter needle does not go to the 
“charge” side, first inspect the terminal 
posts on the meter, making sure that the con¬ 
nections are tight, then disconnect the wire 
from the terminal on generator, and with 
the engine running at a moderate speed, take 
a pair of pliers or a screw-driver and short- 
circuit the terminal stud on the generator to 
the generator housing. If the generator is 
o. k., a good live spark will be noted. (Do 
not run the engine any longer than is nec¬ 
essary with the terminal wire disconnected.) 
Next inspect wiring from generator through 
the meter, to battery for a break in the in¬ 
sulation that would result in a short-circuit. 


The same principle as shown on pages 326, 331. See fig. 2, page 331. and note how spring is connected 
with sleeve. See page 577 for a Digest of Starting Motor and Generator Troubles. 

For a description of a Ford Mechanical Starter, write A. L. Dyke, Granite Bldg., St. Louis, Mo. 


864B 


FORD ELECTRIC SYSTEM OF ENCLOSED CARS. 


Reverse 

Pedal 

Brake 

Pedal 


STARTING 

MOTOR\ 



Cut Out 


Fig. I 


Pan 


Pulley 




Adj of Low 
Speed 



Commu¬ 

tator 



^Ground 


Groiuid ^ 


Breather 


GENERATOR 


Fig. 1—Top view of Ford power plant. 

Terminal 



Armature 
Shaft 

Keyway 

ika 


Drive _ . 

Shaft . . S P nn ? Lock 
Pinion 1 i.otK 
± washer 


Brndix 

Cover 


Counting 

Bracket 



BENDIX 

ASSEMBLY 



STARTING MOTOR 

Fig. 2—Starting motor with Bendix drive parts removed from 
armature shaft. 


CUOOND 


BLUE 



BATTERY 


*Cut-Out Action. 

When engine is started and running slow, 
current flow from generator begins to build up 
magnetic strength in iron core (B), through fine 
wire winding (A). Note connection to battery 
is open at (D). 

When car speed reaches 10 m.p.h. on high 

gear, generator current is then strong enough 
for (A) to magnetize (B), and blade (0) is 
drawn to (B), which closes contact points (D). 
Generator voltage is then 6.8 volts, or slightly 
more than battery (battery is 6 volts). There¬ 
fore generator charges battery with current 
passing through the coarse wire winding (L), 
through ammeter to battery. Generator current 
is now passing through (L) & (A) in same 
direction. 

When engine slows down less than 10 m.p.h. 
generator voltage is then less than the battery 
voltage, therefore battery current begins to flow, 
or discharge in opposite direction (see outside 
arrows), through winding (L), and this is why 
it is called a “reverse current’’ cut-out. This 
action opposes generator current passing through 
(A), which is weak, with result that core (B) 
loses its magnetism, or is demagnetized and re¬ 
leases blade (C), through tension of spring (K), 
thus opening circuit between generator and bat¬ 
tery. This action is repeated over and over as 
engine speeds up and slows down. 


Terminal 


Armature 
Shaft 


Fig. 3—Circuit wiring diagram. The “cut-out’’ 

mounted on the generator. See also, page 823. 


is now 



j Spiral 
Driving 
Pinion 



Tad Light 


Bancry 


GENEBATOB 

Horn Switch 

Black Wire Horn Switch to Terminal Block 

Yellow Wire to Ammeter 
Grey Wire to Light Bulb Terminal 
Green Wire to Tail Light Terminal 
Red Wire to Magneto Terminal 
Brown Wire to Dim Terminal 

Black Wire to Coil Terminal 
Inv'rumcnt Board 

No 2 Red Wires to This Terminal 
No 3 Yellow Wires to This Terminal 
No 4 kjreen Wires to This Terminal 
No S Brown Wires to This Terminal 
No 6 Grey Wires to This Terminal 


Ammeter 



Lighting 
Switch 
Lever- 



6 Way Cable (Switch to Terminal Block! 

S Way Cable (Terminal Block to Light Mag 5. Foot $w.chl 

Terminal Block 
No 4 Spark Plug Wire 
No 3 Spark Plug \Mre 
No 2 Spark Plug Wire 
No I Spark Plug Wire 

Slatting Motor Grounded toTramm-won Cov 

Brown W re Head Light Bright 
Grey Wee Head Liglu D.m 


3269-F 

Fig. 5 — Steel ring 
gear bolted to fly¬ 
wheel for starting 
motor — see page 
864A. 


Generator Cutout 
Generator Grounded to Cylinder 


Fig. 4—Wiring diagram showing location of 

parts and colors of wires. See also, page 823. 


CHART NO. 397A—Electric System on Ford Enclosed Cars. 

*See page 864A and a description of another cut-out which is similar on page 344. This tvpe of cut-out is colle.l -i 
“reverse current’’ cut-out. Generator is a “third-brush’’ regulated type i.pe cut out is called a 

















































































































































































FORD ELECTRIC SYSTEM FOR ENCLOSED CARS. 864-0 


Lighting System. 

The lighting system consists of two 2-bulb 
headlights and a tail light operated by a com¬ 
bination lighting and ignition switch located on 
the instrument board. The large or headlight 
bulbs are of 6-8 volt, 17 candle-power type, 2Va 
amp. The rear and dimmer bulbs are of 6-8 volt, 
two candle-power type, .042 amp. 

All of tho lamps are connected in parallel so that 

the burning out or removal of any one of them will not 
affect the other. Current for the lamps is supplied by 
the battery. 

Do not connect the lights to the magneto as it will 
result in burning out the bulbs and might discharge 
the magnets. Illustration figs. 3, 4, show the different 
circuits and also the ignition switch, which is a key 
and lighting switch, a lever. 

How To Eemovo Starter. 

When removing the starter to replace transmission 
bands, or for any other reason, first remove the engine 
pan on the left hand side of the engine and with a 
•crew-driver remove the four small screws holding 
the shaft cover to the transmission cover. Upon re¬ 
moving cover and gasket, turn the Bendix drive shaft 
around so that the set screw on the end of the shaft, 
a* in fig. 2, is in the position shown. Immediately 
under the set screw is placed a lock washer, designed 
with lips or extensions opposite each other on the out¬ 
side diameter. One of these is turned against the 
collar and the other is turned up against the side 
of the screw head. Bend back the lip which has been 
forced against the screw and remove the set screw. 
As the lock washer will no doubt be broken or weak¬ 
ened in removing the starter, a new one must be used 
when replacing it. These washers may be obtained 
from the nearest branch. 

Next, pull the Bendix assembly out of the housing, 
being careful that the small key is not misplaced or 
lost. Remove the four screws which hold the starter hous¬ 
ing to the transmission cover, and pull out the starter, 
taking same down through the chassis—this is why 
it was necessary to remove the engine pan. 

In replacing tho starter, be sure that the terminal 
connection is placed at the top. If the car is to be 
operated with the starter removed, be sure to put the 
transmission cover plates in position. These plate* 
may also be obtained from the nearest branch. 

How To Remove Generator. 

If it is found necessary to remove the generator, 
first take out the three cap screws holding it to the 
front end cover and by placing the point of a screw¬ 
driver between the generator and front end cover, the 
generator may be forced off the engine assembly. Al¬ 
ways start at the top of the generator and force it 
backward and downward at the same time. 

Plates may be obtained from the nearest branch 
to place over the time gear if the engine is to be oper¬ 
ated with the generator removed. 

To Operate Engine; Generator Removed. 

If for any reason the engine is run with the gener¬ 
ator disconnected from the battery, as on a block test, 
or when battery has been removed for repair or recharg¬ 
ing, be sure that generator is grounded to engine by 
running a wire from the terminal on generator to one 
of the valve cover stud nuts. A piece of wire or 
more in diameter may be used for this purpose. Be 
«ure that the connections at both ends of the wire 
are tight. Failure to do this when running engine with 
generator disconnected from battery will result in 
• erious injury to generator. 

Battery.* 

Is a 6-volt 13 plate “Exide”, type 3-XC-13-1. 

To Test Ford Generator. 

Clamp generator lightly in vise (fig. 22). Turn 
armature by hand to see if it revolves freely, 
if it does, attach one wire from a 6 volt battery 
to bolt of vise (one generator terminal is ground¬ 
ed), touch other battery wire to generator ter¬ 
minal to see if generator will run as a motor. If 
it does, and draws less than 6 amperes, genera¬ 
tor is probably in good condition. If it draws 
more than 6 amperes, take a piece of No. 00 sand¬ 
paper and hold it against the commutator until 
a bright surface is obtained. See page 404. 

**Installing New Brushes. 

Examine brushes and see that they are not too 
short and that they are clean and bear properly 
on commutator. If loose, heat will be generated. 

♦See pages 454, 4",5. 457, 458 “Care of Battery”. 


To fit new brushes cut a strip of No. 00 sand¬ 
paper. Pull the spring back (fig. 23) and pull 
brush up by pigtail after which spring is allowed 
to rest on brush. Insert the sandpaper, sand 
side up, per fig. 25, and hold it so it will con¬ 
form to commutator and move it together with 
commutator back and forth under brush, the 
brush having been dropped on the sandpaper. 
Remove brush and see if it is properly seated to 
curvature of commutator and replace brush. Fig. 
25 shows method of sanding the third-brush (3) 
and fig. 26, method of sanding the two lower 
brushes (1, 2). 



Setting Brushes. 

The Ford generator uses the third-brush sys¬ 
tem of current regulation. When brushes seat 
properly the lower brushes (1, 2) should be set 
on the neutral point. Start the lower and loosen 
the three upper screws (S) which hold the brush- 
ring to the head. Raise the third-brush as per fig. 
23. Connect battery wire to the generator ter¬ 
minal. If armature revolves, the brushes are not 
set on the neutral point. Turn ring against the 
direction of rotation uptil armature ceases to 
turn or until it revolves in opposite direction. 
If it turns in opposite direction, bring the ring 
back until armature will not revolve in either 
direction even when started by turning the 
shaft by hand. The brushes are now set on 
neutral point. Tighten the screws which hold 
ring to head; lower the third-brush (3) and try 
it for running. If it turns over properly, draw¬ 
ing less than six—preferably less than four—am¬ 
peres, the generator should bo assembled to 
engine, and proper connections made through 
cut-out to battery. 

Setting The Third-Brush. 

The next operation is to set the third-brush. 
The third-brush may be moved back and forth 
on the brush-ring. It is clamped to the ring by 
means of a bolt which is also used as a post (P. 
fig. 23) for the brush spring. To move the 
third-brush, together with its holder, loosen the 
nut on this post until the holder may be moved 
back and forth. The third-brush should be set 
in such a position as to give a charging rate of 
10 to 12 amperes when the engine is running at 
about 20 miles per hour. 

Changes on Engine. 

The followng changes have been made on engines 
of enclosed cars, to accommodate the starter motor and 
generator. 

Transmission cover changed to take starter. Ford 

No. is 3376B. 

Cylinder block changed. Ford No. 30000. 

Cylinder block front cover, changed. Ford No. 30090. 

Cylinder block front cover liner. Ford No. 3013, 

Timing gear cover. Ford No. 3017. 

Flywheel with ring gear. Ford No. 3269F. 

The ring gear bolts to flywheel and has teeth cut 

in it to take starting motor gear. See fig. 5. 

Price of Coupe and Sedan. 

Price includes the electric system, demountable 
plain clincher rims of 5 lugs and tires all 30x3^4, and 
an extra rim or carrier. F. O. B. Ford Factory at 
Detroit and without Avar tax. Coupe $750; Sedan $375. 

**See also, page 404, 405. 










S64-D 


CADMIUM TESTS. 


Cadmium Test of 
Wliy Necessary. 

The condition of a storage battery is usu¬ 
ally ascertained by taking a specific gravity 
reading of the electrolyte, with a hydrometer 
ae per page 450. A reading of 1,275 to 1,300 
being usually considered as indicating a 
fully charged cell. While specific gravity 
readings with a hydrometer should always be 
made, yet they should not be relied upon 
entirely. 

For instance, a battery which gave entirely 
satisfactory hydrometer tests, may show a 
rapid drop in voltage when in use, yet this 
condition could not be foretold by hydrometer 
readings alone, because the hydrometer read¬ 
ings would not tell us the condition of either 
the positive or negative plates, and it is 
their condition which determine the amount 
of energy in any battery. 

We may also take a voltage reading of the 
entire battery per fig. 1, while current is be¬ 
ing drawn from the 
battery which gave 
satisfactory hydro¬ 
meter readings. This 
would tell us if the 
plates were not in 
good condition, but 
it would not tell us 
which set of plates 
was at fault, because 
the voltage reading 
includes all positive 


Wood. Copper Test Point 


Cadmium Stick 


r? 



Fig. 1. Testing the volt¬ 
age of all cells of bat¬ 
tery, when battery is on 
charge and preliminary 
to taking a cadmium test. 


and negative plates, as per fig. 1. 

If we took a voltage reading of one cell 
per fig. 1A, while battery is on charge, you 

can readily see 
that the test in- 
eludes both posi- 
n’v c ^* 6 * tive and negative 
plates. Suppose 

Testing one cell of the battery will 
battery Avhen on charge and f f % f n ii 

T \ V A1 1 VIA 1 O WIT + A nn /lm mm II D U LtlAu (X A Ull 




ntu n 


^TMfTER 


Fig. 1A. 


I 


a Storage Battery. 

positive and negative plates separately, we 
must make a test between each set of plates 
and some neutral substance. Theoretically, a 
number of substances could be used for the 
neutral substance, but for practical reasons 
cadmium is used. 

♦The Cadmium Outfit. 

Cadmium is a metal, it looks like sine, but 
is pure, because there is no other substance 
mixed with it. 

A cadmium testing outfit consists of twe 
copper test points, one of which has a stick 

of cadmium, about 
3%" long and W 
di., riveted to it, as 
per fig. 2, and a spe¬ 
cial reading volt¬ 
meter. 

The cadmium test 
can be made while a 
battery is on charge 
or when it is being 
discharged. As a rule, the test is made only 
near, or at the end of a charge, in order to 
determine if both positive and negative groups 
are taking the charge properly. 

The Voltmeter. 

Any accurate voltmeter can be used, which 
gives readings up to 2.5 volts in divisions of 
.05 volt. The test point (TC, fig. 4) is con¬ 
nected to right hand terminal of the volt¬ 
meter and the 
test point 
(TC) with 
the cadmium 
on it is con¬ 
nected to the 
+ terminal of 
voltmeter. 

As an ex¬ 
ample, how- 


Fig. 2. The test-point, 
with the cadmium stick 
riveted to it. The cad¬ 
mium is the part which 
is inserted in the elec¬ 
trolyte. 


FIQ 3 



Fig. S. Scale of dial on the cad¬ 
mium teat volt meter—one-half ac¬ 
tual size. 


preliminary to cadmium test. , _ . 

charge, which set 

of plates is defective; the positive or negative? 

Therefore, to determine the condition of the 

How To Test a Battery on Charge. 
The charging current must be passing 
through the battery at normal rate when the 
test is made, and needle of voltmeter should 
be exactly on zero—this can be set with the 
aero adjustment. Then proceed as follows: 


ever, we will use the face dial of a special 
made voltmeter manufactured especially for 
this purpose, which is one-half actual size, 
called the Ambu Cadmium Voltmeter, see 
fig. 3. 


Measure the voltage of one cell, by hold¬ 
ing one of the test points on the positive (-J-) 
and the other on the negative terminal (—), 
of the cell, as per fig. 1A. 

If the cell is fully charged, the reading of 
voltmeter will be from 2.5 to 2.6 volts, de¬ 
pending on the age of the battery; a new 
battery giving a higher reading than an old 
erne, (see also pages 410, 416.) 

Cadmium Test of Positive Plates 
When on Charge. 

Test the positive plates of one cell, by in¬ 
serting the cadmium rod on test point (TC) 
in the electrolyte at vent (V) of cell, per fig. 

4, being sure the cadmium does not touch the 
top of plates (a rubber tip at end of cadmium 
stick is provided on the Ambu set, to avoid 
touching.) 

*This outfit can be obtained of A. L. Dyke, Elec. Dept 



Allow the 
cadmium to 
remain ia 
the electro¬ 
lyte for sev- 
e r a 1 min¬ 
utes, until 
electroly t e 


ther action 
on the cad- 


_ TC 

r,~. Vcadmium test point 

Fig. 4. Mak¬ 
ing cadmium has no fur- 

test of • the 
positive plates 
of the center 

cell of bat- mium. Then 

tery. Each cell h 0 j d th 

is tested in the . 
same manner, pointed end 

of the other 

test point (TP) on the positive cell terminal. 

If positive plates are fully charged, the 
voltmeter reading will be, to the right of 
line O, fig. 3, at least 2.35 and may be 2.42 
or even 2.50, if battery is new. Should read¬ 
ing be less than these, then the positive plates 
are not fully charged. 

Continue the charge, and if the positive 
plates will not then give a reading ef at least 
2.35 then positive plates are defective. 

see page 864-1 





































CADMIUM TESTS. 


864-E 


Cadmium Test of Negative Plates 
When On Charge. 

Test the negative plates, by placing the test 
point (TP) on the negative terminal of. the 
cell, per fig. 5. 



plates of the center cell of battery. Each eell 
is tested in same manner. 


Readings On Scale of Voltmeter. 

This special voltmeter, fig. 3, page 864-D, haa 
the “0” line near the left end of seale. The 
scale is marked especially for cadmium tests. 

To the left of the "O" line is a red lime 
marked "NEG. CHARGED." This line in¬ 
dicates the reading of —0.175 which Bhould 
be obtained when testing new negative plates 
which are fully charged, that is, when making 
a cadmium test on the negatives, the pointer 
should move to this red line. If the pointer 
does not move as far as the red line, the nega¬ 
tives are not fully charged. 

Similarly, there is a red line at +0.176 
marked "NEG. DISCHARGED," at +2.00 
marked "POS. DISCHARGED," and at 
+2.42 marked "POS. CHARGED." 


If the negative plates are fully charged, the 
voltmeter reading will be from—0.176 to 
—0.2, that is, the needle will move to the 
left of "O" line on the scale, fig. 3. 

Should the reading be very nearly sero, or 
if the needle swings to the right of the "O" 
line (fig. 3), the negative plates are not fully 
charged. 

Continue the charge, and if the negative 
plates will not give a reading of from 0.176 
to 0.2 volte to the left of the "O" line on the 
scale, then the negative plates are defective. 

Test the other cells of battery in the same 
manner. 

The' difference between the positive—to—cadmium 
readings and negative—to—cadmium reading Is 
J.695, the Toitage of a fully charged cell while om 


Old cells will give readings which are not 
quite as high as those indicated by red lines. 
Table of Reading* 

below give voltmeter and cadmium readlnga taken 
at hourly intervals on a battery during time it vu 
being charged at a normal rate. Any healthy bat¬ 
tery should not depart widely from these readlnga. 


Reading Reading 

positive negative 

Hours Reading pole pole 

on across to cad- to cad- 
charge cell-volts mium-volts mium-volts 
0 . 2.10 2.25 -p .15 

1 . 2.17 2.27 -f- .10 

2 . 2.19 2.28 -+- .09 

3 . 2.21 2.29 -t- .08 

+ . 2.23 2.31 4- .08 

5 . 2.24 2.32 .08 

6 . 2.25 2.33 -4-.08 

7 . 2.30 2.35 -f- .05 

8 . 2.48 2.43 —.05 

9 . 2.60 2.50 —.10 


•harge. 

How to Test a Battery on Discharge 

The battery should be discharging for thi# 
purpose, it may be connected to a number of 
lamps which will draw about 5 amperes 
from it. 

Test the positive plates on discharge, in 
the same manner as before mentioned when 
testing a battery on charge. 

If positive plates are discharged, they will 
give a reading of 2.00 to 2.05 volts. 

If the hydrometer test shows that battery 
U discharged, and the positive plates give a 
reading greater than 2.05, they are not dis¬ 


charging properly or else there is am ineorreot 
amount of acid in the electrolyte. 

Test the negative plates on discharge, in 
the same manner as before mentioned when 
testing a battery on charge. 

If the negative plates are discharged, they 
will give a reading of about 0.176 to the 
right of the "O" line on the so&lo. 

If the negative gives a reading between 
"O" and 0.176, but loss than 0.176 they are 
not discharging properly. 


What To Do If Cadmium Tests Show 
Defective Plates. 


Usually, when the cadmium tests show that 
either positive or negative plates are not tak¬ 
ing a charge satisfactorily, it is only neces¬ 
sary to continue the charge until the proper 
leadings are obtained. 

If the specific gravity of the cell is not 
from 1.275 to 1.300 when the cadmium tests 
show that both positives and negatives are 
fully charged, some of the electrolyte should 
be removed and replaced by pure distilled 
water, or 1.400 specific gravity electrolyte, 
as the case may require. This is termed "bal¬ 
ancing or adjusting electrolyte’’• 

If the specific gravity reading is too high, 
add the distilled water. 

If the specific gravity reading is too low, 
the 1.400 specific gravity electrolyte should 
be added until gravity is from 1.275 to 1.300. 
Should the specific gravity reading indicate 

Pointers to Remember When 
(1) Remember that current must be passing 
through the battery when you make the 
cadmiumi tests. 


that a cell is fully charged, that is, if the 
hydrometer tests give readings from 1.275 
to 1.800, hut the cadmium tests indicate that 
both sets of plates are not fully charged, 
continue the charge to see if the proper cad¬ 
mium readings can be obtained. 

If it is impossible to obtain the proper cad¬ 
mium readings on one or both sets of plates, 
these plates are defective. 

If the operation of the battery on discharge 
is satisfactory, the only effect of the defective 
plates will be to cause the battery to lose its 
charge more quickly than normal, and thus 
require frequent charging. 

If the operation of the battery on discharge 
is not satisfactory, however, the battery 
should be opened, and the defective plates re¬ 
paired, or new plates put in. 

Making Cadmium Tests. 

(2) The temperature of the electrolyte should 
be about 70° F. when cadmium tests are 
made, if accurate results are desired. 















CADMIUM TESTS, MISCELLANEOUS. 


S64-F 

(3) Do not send out a new battery unless the' 
hydrometer readings are from 1.275 to 
1.300, until the positive-to-cadmium tests 
give at least 2.40 volts, and the nega-j 
tives-to-cadmium test give about—0.175 
volts. 

(4) Do not scrape off the coating of sulphate 
which forms on the cadmium. 

(6) Do not allow the cadmium to become dry 
after you have made tests with it. Keep 
the cadmium immersed in a glass of pure 
distilled water, or dilute electrolyte. 

(•) Be sure to get good contact when you 


hold the sticker on the battery terminal. 
Bear down on the handle so that the 
point of the sticker digs down into the 
terminal. 

(7) If both positive-to-cadmium and negative- 
to-cadmium readings are very nearly zero, 
the cell is short circuited and must be in¬ 
spected for excessive sediment, or defec¬ 
tive separators. 

(8) The end of the cadmium rod must not be 
allowed to touch the tops of either set 
of plates, as this would give worthless 
readings. 


Ball and Ball Carburetor. 


First or primary stage, when starting and usual 
running conditions: 1 is the hot air passage of 
the primary carburetor containing the choke valve 2. 
8 is the primary venturi throat connecting the hot 
air passage with the mixing chamber 6, and con¬ 
taining the gasoline jet 4. 5 is another fixed air 

regulating orifice connecting the hot air passage 1 
with the mixing chamber 6, and provided with a 
spring-opposed idling valve 7 arranged to oontrol 
the air when amall quantities only are being used. 
8 is a throttle valve of the usual type. The parta 
ao far described constitute the first stage. 


(4 15 



Ball and Ball Carburetor, as used on the 
Peerless, Studebaker, King, Mercer, Olds- 
mobile. 


Second stage, or when throttle is wide open for 
full power: 9 is an air passage leading from the 
external air to the mixing chamber 6, and it con¬ 
tains the butterfly valve 10, arranged to control 
the flow of air through this passage. 11 is a gaso¬ 
line jet arranged to discharge gasoline into the 
passage 9, when the valve 10 is opened, causing the 
gasoline jet 11 to be acted on by the suction of the 
mixing chamber 6. The air passage 9, with the 
gasoline jet 11, constitutes the second stage which 
is brought into action by opening the butterfly valve 
10. A connection between the butterfly valve 10 
and the throttle valve 8 (not shown) is so arranged 
that when the throttle valve 8 is nearly wide open, 
the further opening of this valve throws the valve 
10 wide open. At all other times, the valve 10 is 
held closed by a Bpring (not shown). 

From the foregoing description, it will be seen 
that under all the usual running conditions of the 
•ngine, the primary carburetor, or first stage only, 
is in service, and the second stage comes into 

* WIRING MANUAL—All 


*&«ppll«d by A. L. Dyke, Publisher, Granite Bldg., 


service only when the throttle is thrown wide open 
for full power. The effect of this arrangement will 
be described further on. 

Pick-up device; continuing the description, 12 is 
a cylindrical chamber with an extension 18 of re¬ 
duced diameter connected by the passage 14 with 
the chamber 15, above the throttle valve. The 
chamber 12 is connected with the float chamber 16 
by means of the restricted passage 17, so that the 
gasoline at all times in this chamber 12 stands on a 
level with the level in the float chamber. 18 is a 
loosely fitting plunger with an extension 19 on its 
upper end, forming a piston in the chamber 13. An 
atmospheric opening, 20, is located in the wall of 
chamber, 12, and a passage, 21, leads from cham¬ 
ber, 12, to the mixing chamber, 6, through which 
passage, air is constantly drawn into the mixing 
chamber. 

Operation of the pick-up device: it will be seen 
that in the operation of the engine, when the throt¬ 
tle is closed, the vacuum of the manifold acting on 
the piston, 19, causes the plunger, 18, to rise to 
its upper position, thus closing the passage to the 
chamber, 16. The space below the plunger, 18, is 
now filled with gasoline from the float chamber, 
and the mechanism is ready for action. 

The opening of the throttle, 8, breaks the vacuum 
in chamber, 15 and releases the plunger, 18, which 
falls and displaces the gasoline underneath the 
plunger, causing it to flow into the space above the 
plunger, where it is quickly discharged through the 
passage, 21, to the mixing chamber, thus augment¬ 
ing the normal supply of gasoline and causing a 
rich mixture to momentarily enter the cylinder. 
This develops a strong pick-up. 

Adjustments: There are no adjustments after 
size of jets are determined. 

Air regulation: Amount of air is controlled by 
valve (2) which is operated by the choke rod han¬ 
dle on dash or Bteering post. For cold weather 
this valve (2) should be closed to draw in a rich 
mixture. Immediately engine starts push it down 
part of way until engine is warm, then close en¬ 
tirely. Don’t open throttle at all when (2) is 
closed and don’t run with (2) closed any more than 
possible. 

Troubles: Dirt under float valve will cause drip¬ 
ping; unscrew cap over float needle valve and give 
it a few turns. Water or dirt may lodge in small 
openings and this is indicated by popping and miss¬ 
ing. Close valve on gravity tank, remove four 
nuts at bottom and clean jets. 

Blue Prints, 1920 Edition. 

With this Wiring Manual you will be able 
to quickly locate and repair faulty circuit®, 
generators, starting motors, batteries, coils,’ 
controllers, switches, etc., relating to all elec¬ 
tric systems on all cars from 1912. 

There are 800 pages, blue print form— 
7 V 2 XII inch, showing the wiring diagrams of 
62C) cars and 200 internal diagrams—or over 
800 diagrams in all—and blue prints. Also 
includes instructions on how to test and re¬ 
pair batteries, coils, regulators, starting mo¬ 
tors, generators, etc. 

Hundreds of cars must be re-wired because 
of oil soaked and worn out insulation. The 
job is difficult unless a diagram is at hand. 
These diagrams are easy to understand. 

rrf 106 ' . .. 

(ir you wish more information send fox circular.) 

St. Louis, Mo. 



































Advertisement 


864-G 


Continental Shop Equipment 

—THE EFFICIENCY STANDARD— 



Efficient Shop Equipment is as necessary to the Garage 
and Service Station as efficient machine tools are to the manu¬ 
facturer. In fact, the time has come when the manufacturers 
of automobiles are requiring their Service Stations to install 
efficient equipment that will enable the Service Station to do 
a higher quality of work at a less price. 

Days of the hammer and screw driver are numbered. Such 
concerns will either be forced to install modern methods and 
equipment or see their business gradually slip away to the 
wide awake dealer. Also it’s a matter of labor saving devices 
that conserves the energy of men. Hard work, uncomfortable 
positions and poor tools make men tired, and tired men certain¬ 
ly can not be expected to turn out good work. 

The right kind of labor saving equipment is an investment 
and an investment that pays back dividends. No repair shop 
can feel, therefore, that it can not afford the right kind of 
equipment. 

The Continental line of Shop Equipment includes the labor 
saving devices listed below, cuts of a few are shown on this page, 
and this equipment is recognized by the greater percent of the 
leading manufacturers and by the entire automotive industry 
as 1 ‘ The Efficiency Standard. ’ ’ 

Every Repair Shop and Service Station will find many of 
our labor saving devices of such value to them that they can 
not be replaced, and you should w r rit.e today for your copy of 
our big catalog that shows the Continental line of Shop Equip¬ 
ment. 


CONTINENTAL AUTO PARTS COMPANY 
Columbus, Indiana, U. S. A. 


THE CONTINENTAL LINE. 

Motor Stands 

Axle Stands 

Ford Engine Stands 

Battery Stands 

Radiator Stands 

Assembly Tables 

Parts Trays 

Tool Trays 

Piston Aligning Devices 

Piston Vises 

Transmission Band Riveting 
Jigs 

Burning-In-Machines 

Welding Tables 

Wrecking Trucks 

Creepers 

Bushing Presses 

Cam Shaft Straightening 

Crank Shaft Straightening 

Presses 

Presses 



Continental Motor Stand 



Continental Axle Stand 



Continental Radiator Stand 


(Please mention Dyke’s Auto Encyclopedia when writing) 




















864-H 


Advertisement. 


WESTON DIRECT CURRENT VOLT AND AMMETERS. 

Tlio most profitable work of Automobile Repairing is that of electric work. After studying 

the subjects of the different electric systems in this book, and the principle and construction 
of the \\ eston meter as shown on page 414, then diagnosing troubles page 416, and testa on 
pages 402, 403, 406, 410, 418, 424, anyone ought to be able to diagnose and remedy almost any 
electric trouble—if equipped with the proper Testing Instruments and the Wiring Manual. 

Weston Model 280 Service Station 
Combination Volt-Ammeter. 


This instrument (fig. 1) is the instrument 
used as an example on pages 402, 403, 406, 410, 
416, and will test every part of the automo¬ 
bile electric system, from current consumed 



Fig. 1—Weston Model 280 Combination Volt- 
ammeter (M) with case (C), three shunts (S), 
cables (W). 


by starting motor, to testing individual wind¬ 
ings on generator armatures. The instrument 
is fully explained on page 414. 


Ranges of readings are: 30 volts, 3 volts and 
.1 volt (100 milli-volt), 300 amperes, 3§ am¬ 
peres and 3 amperes. 

The 30 volt range is useful for determining 
the voltage of generator or battery, per page 
410 and tests per pages 416, 406. 

The 3 volt range is of service in testing the 
individual battery cell, per fig. 1, page 416. 

The .1 range may be used to test the individ¬ 
ual armature windings, per page 402. 

The 3 ampere range is of value in testing the 
current required by single lights. 

The 30 ampere range will denote the current 
required by a complete lighting circuit, or 
the magnitude of leaks. 

The 300 ampere range is useful to determine 
the starting motor current, per page 410. 

The foregoing are merely a few of the tests 

that may be made with this instrument. 

Price, including book of instructions showing 
how to make practically any electrical test 
of starting and lighting systems, including 


3 shunts, cable, etc.$41.25 

Imitation leather case, extra. 8.00 


If you are unable to invest in the instrument 
above, then at least equip yourself with the 
following volt and ammeter. 

Model 301 voltmeter with a reading, ‘‘0 to 
15" volts, for testing cells of a storage bat¬ 
tery, per V2, page 410 and figs. 1 and 2, 416 
and for testing generator voltage per VI, 
page 410, 406, etc. 


Fig. 2: Model SOI 
ammeter with 
“0” in center 
and reads to 80 
amperes to the 
right or left, tee 
page 410. 

Model 301 volt¬ 
meter reads 0 to 
15 volts and is 
same size and 
style. Di. 2%". 


Weston Model 301 Voltmeter and Ammeter— 
Separate. For Average Garage Work. 



Model 301 ammeter with a reading, “30-0- 
30" for testing the amount of current flow¬ 
ing to battery from generator, or the quan¬ 
tity of current consumed by all of the lights 
or individual light circuits, testing the horn 
per page 418, igniton, grounds and short cir¬ 
cuits. The current consumed by starting mo¬ 
tor cannot be tested with this instrument. 
It will test up to 30 amperes without th« 
use of external shunts. The shunt is insido 
of meter up to 30 amperes. See page 410 
for meaning of 30-0-30. 

Price of model 301 volt or ammeter (both 

round pattern as shown in fig. 2). $8.50 

These instruments (models 301) were pri¬ 
marily designed for use on the dash or cowl 
of an automobile and the model 301 ammeter 
is just the instrument to replace “indica¬ 
tors" and defective ammeters, or to place oh 
the dash of a car not equipped with an am¬ 
meter. 


Fig. 2. 


^ A Complete Electric Testing Equipment. 

If you intend to do all kinds of electric work tion Voltammeter and the Cadmium 

sanusiAsat 

A Portable Electric Testing Stand. 


If however, you wish to make the average 
testa around a garage, then you can purchase 
the two models of 301 instruments mentioned 
above, and mount them on a portable stand 
and rig up a very serviceable outfit. 


Pig. 8, page 864-J, shows a rough sketch of 
how a portable testing stand can be made. 
I he illustration is rather exaggerated but 
will serve the purpose of the idea. 

—continued on next page. 

Ald rOMan ordera to A. L. Dyke, Electric Dept., Granite Bldg., St. Louie, Me. 

W. repair Magneto,, Generator,, starter.. Coil,, etc. Send prep.id end we will teat out and advi.e ..., 





Advertisement. 


864-1 


—-continued from page 864-H. 

The cables are flexible insulated wire with 
test points or clamps on one end and plug 
connections at the other end, like those used 
on telephone switchboards. 

The plug receptacles can be mounted into the 
base of the stand and connected as shown, 
with meters, battery and test lamp, and in 
this way one set of cables can be used for all 
tests. A record sheet (R), can be placed on 
stand with thumb tackB, in order to keep a 
record of the readings. 


8A. Then place cable plugs in 1 and 3. 
Touch test points (T) to lamp or horn. Note 
ammeter will then be in series. 

To test generator output. Place cable plugs 
in 3 and 4 and place meter in series with 
circuit as is the dash ammeter page 410, or 
disconnect wire at terminal of generator and 
connect one test point (T) with generator ter¬ 
minal and other with the wire disconnected. 
This will place the ammeter in series with 
the generator circuit. 


Ammeter Voltmeter 


An example of how the cables are plugged 
into different holes for different uses are as 

follows: To ug0 storage 

battery for any 
purpose, as test¬ 
ing a lamp or 
horn, or to con¬ 
nect to the bat¬ 
tery side of a- 
Ford ignition 
coil to run en¬ 
gine on the bat¬ 
tery, while test¬ 
ing magneto, as 
per page 864J, 
place cable 
plugs in 1 and 



To test voltage of a generator, per Yl, page 
410, or of a batery, per fig. 1, page 416, or for 
any other voltage tests; place cable plugs in 
5 and 6 holes or receptacles. 

Note. It is advisable to place a 30 ampere, 
glass type fuse between plug receptacle 4, and 
ammeter, for the purpose of protecting the 
ammeter from accidental burn-out through 
overload or otherwise. 

Other testing outfits can be added to this 
portable stand, as the spark plug test outfit, 
page 710, fig. 17 and page 418 and the battery 
test outfit, per page 474. In fact there is no 
limit as to how elaborate one can devise & 
stand of this kind, and in one shop, the stand 
is mounted on small steel wheels. 


A test lamp outfit, for tests as shown on page 
418, 403, 402, is shown mounted on this stand. 
Note the lamp is in series with the battery. 
The same cables can be used here. 



Fig. 1. Cadmium Leads 
and Test Points. 


2 and close switch (S) and use ends of cables. 

To test amperage of a lamp bulb or horn; 

connect jumper (J) from 2 to 4, per fig. 

THE CADMIUM TESTING OUTFIT 

For Storage Batteries. 

An ordinary voltmeter and a hydrometer will 
tell you if the battery is charged or discharged 
and you can also determine with a volt¬ 
meter if the plates are in good condition as 
explained on page 864-D, but neither the hy¬ 
drometer or voltmeter will tell you which set 
of plates are defective. The Cadmium test, 
in connection with a special reading volt¬ 
meter will tell you instantly. See pages 
864-D and E. 

Usually, when a battery shows full charge 
with a hydrometer or voltmeter, when charg¬ 
ing, yet drops or loses its charge quickly when 
in use, the trouble is with one or more sets 
of plates, either the “positive” or “nega¬ 
tive,” in one or more of the cells. In order 
then, to save disassembling all cells to find 
the defective plates (probabilities are you 
would not tell accurately even after disas¬ 
sembling) the Cadmium Test will tell you in¬ 
stantly where the trouble is. 

If you propose doing battery repair work, 
you can turn out better work because you 
should never let a battery go out _ of your 
place unless the hydrometer readings are 
from 1.275 to 1.300; until the positive-to- 
Cadmium tests give at least 2.40 volts, and 
the negatives-to-Cadmium test gives about 
0.175 volts. 

Price of Cadmium Outfit. 

Price, complete outfit, packed in a convenient case with complete Instructions including Volt- 
meter and Cadmium Leads with Test Points, per figs- aiu - ..4522 50 

Cadmium Leads with Test Points if purchased separately, per fig. 1, only.. 4._o 

. - . . ... t _ A L Dyke Eieot. Dept., Granite Bldg., St. Louis. Mo, We repair Magnetos, Coils, 

Gen£aU« £**££ Mou/s^rnd your "repairs to us. if you are not equipped. 



Fig. 2. Special Reading Yolt- g64D. 
meter. 


Fig. 1. The two 
test points are 
attached to flex¬ 
ible wire cables 
or “Leads.” One 
of the test points 
has a piece of 
cadmium riveted 
to it. See page 
Y 864-D, for ex¬ 
planation of use. 

Fig. 2. The spe¬ 
cial reading volt¬ 
meter used for 
making cadmium 
tests. Note the 
scale is cali¬ 
brated showing 
exactly where 
needle should be 
when testing 
either the posi¬ 
tive or negative 
plates—see page 










































864-J 


Advertisement. 


FORD MAGNETO TESTER. 


The Ford magneto generates “alternating” 
current. An ordinary “direct” current meter 
as explained on page 864-H and I, will not 
operate. Therefore a special meter per fig. 6 
is designed for testing the Ford magneto. 

If the engine will not run at all and the igni¬ 
tion is the fault, an easy way to determine if 
the cause is due to the magneto, is to connect 
a storage battery, or five or six 
dry cells to the battery side 
(B) of coil, per fig. 8, and turn 
switch to B, or right side. 

If the engine then starts, and 
runs satisfactorily, but will not 
start on the magneto, with 
switch to the left, or M side, then you may 
know that the magneto is not supplying cur¬ 
rent. It may be due to dirty or loose mag¬ 
neto terminals T, (see fig. 7 below and page 
805), or a weak magneto, due to weak mag¬ 
nets, or grounded magneto coils. 

The Ford magneto can be tested with a spe¬ 
cial magneto tester, as per illustration, 
see figs. 6 and 7. This instrument is nothing 

more than an 
ammeter, but 
one provided 
with a ‘ ‘ reac¬ 
tance coil” (R) 
fig. 7, which 
enables the me¬ 
ter to indicate a constant current at all en¬ 
gine speeds. In other words, the meter is so 
designed, it will indicate if magneto is giv¬ 
ing its proper output at any speed of engine 
while testing. 

This instrument can bo used to test the 
strength of the magneto while engine is be¬ 
ing run on a battery—if engine fails to start 
on magneto. If engine starts on magneto, 
but continually misses and is not due to other 
causes, then the tester can be used to see if 
magneto is delivering its proper current— 
while engine is being operated on the mag¬ 
neto. The connection for testing would be 
the same in both cases, per fig. 7, except, 
when running on battery, the wire from igni¬ 
tion coil to magneto is removed and switch 
placed on B side fig. 8. 

The tester is a great help when assembling 
magneto on the bench, The “air-gap” can 
be adjusted to the point of greatest output, 
if you have the meter to test with as you 
assemble. The fly wheel can be turned by 
hand fast enough, so that instrument will 
give a steady reading. 

“Air-gap,” is distance the magnets are from 
core of magneto coils (see fig. 91, pages 805, 
806.) This should be If further away 

the amperage and voltage will be less; if 




closer, it will be greater, but there is a 
liability of the magnet striking the coil cor*. 
To test air gap space and strength of mag¬ 
neto on car: (1) Test output of magnet* 
with Tester, fig. 6, with engine running mod¬ 
erate speed; (2) Remove transmission cover 
and place a thickness gage, between mag¬ 
net and coil core. If gap is but mag¬ 
neto has tested out as weak, magnets need 
recharging; (3) After remagnetizing the 
magnets (which can be done without taking 
engine down, see below), then test magneto 
again with engine running moderate speed. 
The tester should show strong, if not, then 
the probabilities are the magneto coil is 
short circuited. 

If some of the magneto coils become short- 
circuited, or if magnets are weak, the tester 
will read low. In other words it tells you 
instantly, without removing the magneto from 
engine, if the magneto is in proper condition. 
If not in proper condition then it is time to 
take magneto out and remedy the trouble. 
If it tests o. k. then it is time to look else¬ 
where for the trouble and you will thereby 
save the time of having to remove the mag¬ 
neto in error. 


The meter scale is very simple, it has two 
readings, see fig. 6. One marked “1914,” 
meaning that all magnetos before 1915, the 
needle should come to this mark. The other 
is marked “1915,” meaning that all cars 
after 1915, the needle should reach this mark. 
(The Ford magnets were enlarged in 1915). 
If the needle 
fails to reach 
this mark, then 
remagnetize the 
magnets without 
removing from 
engine, as ex¬ 
plained on page 
819 and below. 

If then, the mag¬ 
neto fails to test 
up to this mark 
and the missing 
still occurs and 
is not due to 
loose terminals, 
and runs satis¬ 
factorily with a F .°.f d Masnoto T ®? kc 5- 

, ,, J ,, Note how the scale is marked, 

battery, then you see text. 

may know you 

have a “grounded” magneto coil, and mag¬ 
neto must be removed, defective coil located, 
another put in place and then “air-gap” 
clearance given as per above. 

This device is one of the most useful acces¬ 
sories a Ford repairman could possess. 

Price with full instructions.$11.00 





IGNITION COIL TESTER AND MAGNET REMAGNETIZER. 


Ford Ignition Coil Tester: Consists of base, switch 
and ammeter. Coil should show a reading of about 

1 % amperes and 
a eon t i n u o u s 
spark across *4 
in. gap. Full in¬ 
structions. Price 
complete .. .$6.00 

This outfit will 
assist you in test¬ 
ing and adjusting 
ignition coils ac¬ 
curately. 


Magnet Re-magne 
lzer. This outl 
consists of a powe: 
f u 1 electro-magm 
mounted on woo 
base with switch an 
two binding post 
Operated from a < 
volt or 12-volt sto: 
age battery or dr 

.. - cells. Will charj 

T , • , all magneto magnet 

1 rice complete with full instructions .$8 5 

Kxira lor attachment to charge Ford magnets 
without removing from car (see page 819) tl fi 
Address all orders to A. L. Dyke Eire. Dept., Granite Bldg., St. Louis, Mo. 



























































MOTOR-GENERATOR SETS—For Charge Storage Batterie, 

ct” current can be used to rAnm*, 8 ? oiorage iSattenes. 


Only dliect current can be used to charge 
storage batteries, but in most towns and cities 
only alternating current is available. 

There are three methods of charging batteries 
uhere only alternating current is available: 

l:.By the use of a Rectifier, as explained on 

864 Ij anc * aS ac ^ ver ^ semen t> page 

By the use of an electric motor which will 
operate from alternating current and then 
have this motor drive a dynamo or generator 

winch will generate “direct” current, from 
which current the battery is charged. This 


3: 


2 : 


- - _ 864-K 

motor and generator is then “direct connect¬ 
ed on the same base and is called a Motor- 
Generator Set. 

Instead of an electric motor being used to 
drive the generator, this direct current gen¬ 
erator can be driven by belt power from a 

line shaft or gasoline engine or other power_ 

per page 462. L 

Where a limited amount of battery charging is 
mended 0 * 6 ’ the Rectifier per page 864-L is recom- 

Where many batteries are to be charged the 

Type 9G Motor-Generator Set, shown below, is 
recommended. ’ 


, AJFC HIT mo 

is shown in fig. 1 , and consists of the following 
parts: 

1 1% h. p. motor to be operated from alternating cur¬ 

rent. Inis motor can be supplied to operate from 
yohage or phase and this information should be 
obtained from your local electric plant when writing 
to us. ° 

1 Generator or dynamo, which is connected to the 
above motor and generates ‘‘direct” current Thp 

5®n® ra A 0r «i S of 1KW < one kilowatt) capacity,’ or 38 
volts at 30 amperes. 


Type 9G Motor-Generator Set 


Tuses (F) are provided to protect generator and bat 
aruf battery. " d m ° t0r ' B Fs «“ 

The type 9G motor-generator set will charge from 
1 to 5 batteries in series at any amperage rate 
up to 30 amperes, by throwing in or out the 
resistance of field rheostat (R). Fig. 2, shows 
the connections when charging 5 batteries or less 
number. 



1* ig. I Type 9G, St. Louis Motor Gen¬ 
erator Set. 

1 Switch-board, also called ‘‘charging panel;” parts 
of which are: a slate base, on which is mounted 
motor switch (S), which is connected with the al¬ 
ternating current source and the motor. Ammeter 
(A.) is connected between generator and battery 
being charged and indicates quantity of current flow¬ 
ing to battery Avhen charging. Field rheostat (R), 
connects with field winding of generator and regu¬ 
lates the quantity of current which can be made to 
flow to battery, or batteries being charged. 



As many as 20 batteries can be charged at one 

time, with this Type 9G, bv adding Auxiliary 
Rheostats. " 


For instance, suppose it is desired to charge 14 
batteries. It will necessitate three different 
charging lines and the use of three auxiliary 
Rheostats, as Rl, R2, R3, fig. 3. 


Suppose you desired to charge 4 of the batteries at 10 
ampere rate and 5, at 6 amperes and 5, at 4 amperes. 
You will readily see that the current which would be 
drawn from generator would be 20 amperes, as adding 
10, 6 and 4 we have 20 amperes. Therefore, we will 
connect an auxiliary rheostat Rl, as shown. In this 
way we establish an independent charging line. Then 
to terminals T1 of this line, tlie 4 batteries to be charg¬ 
ed at 10 amperes are connected in series. Then connect 
5 batteries in series to auxiliary rheostat line R2, at 
terminals T2. Then the other 5 batteries connect to 
R3 terminals T3. 


Place each rheostat handle (H) of Rl, R2 and R3, so 
that all resistance is ‘‘cut-out.” Then set the charging 
rate of generator, by moving shunt field rheostat on 
switch-board until ammeter (A), on switch-board, shows 
20 amperes. Then note the reading on each of the 
ammeters (AM), on the auxiliary rheostats. A little 
resistance can then be cut in or added to the line that 
is taking most of the current until each of the 3 lines 
is cut down to the proper amount of current at which 
it is desired to charge each lot of batteries. 

Price of Complete Motor-Generator Set, Type 9G, includ¬ 
ing switch-board, motor and generator.$246.00 


A s per fig, 4 a nd 3, are supplied separate, includ 
ing slate base, ammeter in front 
and resistance coils in rear, which 
are made of resistance wire, 
wound on asbestos board and 
placed about %-inch apart, length¬ 
wise on back of slate. The re- 
sistance is cut in or out with 
Fie - 4 llheojuf bundle (H). The ammeter on 
h 0 rheostat indicates charging rate 


The Auxiliary Rheostat 



on that particular rheostat line, whereas the am¬ 
meter on switch-board indicates total amperes 
to all lines, or to 1 or 5 batteries if charged with¬ 
out this auxiliary rheostat. The maximum carry¬ 
ing capacity of auxiliary rheostat is 10 amperes. 

Price, each . $7.70 


Type 9G Direct Current Generator 

Can be purchased without the Motor but with gasoline engine or otherwise. Speed of gener- 
a pulley, from which it can be operated from a ator is 1800 r. p. m. 

line shaft by belt power, per page 462, or by a Price 9G Generator with switch-board,pul ley .$165. 

































































































864-L 


Advertisement 


The 9R Switchboard 

Can be purchased separate where you have your 
own direct current dynamo (generator). This 

switch-board (fig. 5) con¬ 
sists of a square slate panel 
15 1 / 4"xl3", mounted on cast 
iron brackets to fasten to 
wall. On back of panel, 
the resistance is mounted 
with 9 taps (see page 464, 

taps”), 



For Direct Current 

which are controlled by handle in front. An 
ammeter to show amount of charging current 
and the controlling lever makes contact with re¬ 
sistance taps, regulating the charging current so 
that from 1 to 9 batteries may be charged at 
one time in series. The normal charging cur¬ 
rent is 6 amperes. The switch, with fuses for 
connection to dynamo is mounted in front. 


Fi£. 5. Switchboard, Type OR 

fig. 11, for meaning and purpose of 


Price .$22.00 


RECTIFIERS—For Charging Storage Batteries. 


Type MU vibrator rectifier (see illustration); 
will transform alternating current to direct, per 
pages 463 and fig. 2, page 465. 

Each rectifier (per illustration), will charge 1-6 
volt battery at 6 amperes, or a 12 volt battery at 
3 amperes from the lamp socket of any alternat¬ 
ing current lighting circuit. 

You can purchase as many of the rectifiers as 
you have batteries to charge. In other words, 
purchase one now and as the business grows pur¬ 
chase more. 



Price complete with am¬ 
meter, to operate from 110 
volt 60 cycle current $22.00 

For 220 volt, 60 cycle add 
$2; if for 50, 40, 30 or 25 
cycle add $3. 

(Ask your local electrician 
what cycle.) 


WE REPAIR MAGNETOS—Also Coils, Generators, Starting Motors, Etc. 

Send defective Magnetos, Generators, Starting Motors, Coils, etc. to us prepaid, and we will test out 

and advise you the cost of repair before proceeding with the work. 


“Lessons in Practical Electricity.” 

A book thoroughly simplified, treating on the 
first principles of electricity. 

517 pages; 404 illustrations; 102 experiments; 154 
worked out jiroblems; 438 review questions. 

Price (add 15c postage).$2.00 



Hydrometer for testing Storage Battery—price... $1.50 
Thickness Gauge; see page 699 (fig. 4)—price... $2.50 
Compressometer; see page 629 (fig. 4)—price ... $6.50 
Townsend Grease Gun; see page 622—price... $5.50 


Address all orders to A. L. Dyke, Elect. Dept., Granite Bldg., St. Louis, Mo. 


“BIG CHIEF ” SPARK PLUG 



1. Spark Gap or 
Intensifier non- 
adjustable, built 
in brass cap. 
Creates hotter 
spark at firing 
point, igniting a 
leaner mixture of 
gasoline. 


2. One piece 
brass cap and 
terminal wire 
spun on porce¬ 
lain. Cannot 
come apart. 


3. Double copper 
asbestos gaskets 
turned over 
shoulder of por¬ 
celain. Cannot 
leak compression. 


4. Flat firing 
point. Produces 
blaze instead of 
faint spark. 


r liE Spark Intensifier is one 
of the features of the “BIG 
CHIEF 1 ' Spark Plug. This Inten¬ 
sifier (1) increases the intensity of the 
spark to such an extent it will fire through 
carbon or oil and will ignite a lean mix¬ 
ture under high compression. 


Other features are embodied in 
its rigid,, indestructible con= 
Struction and as pointed out in 1,2, 
3 and 4.—See illustration. 


ORDER A 
SET TODAY 


Price $1.25 Each 


ORDER A 
SET TODAY 


SEND ORDERS TO 

Vulcan Spark Plug Mfg, Co. 

MANUFACTURERS 


Dept. D, 1421 Olive Street 
SAINT LOUIS 


(Please mention Dyke’s Auto Encyclopedia when writing) 

































Advertisement 


865 


H. & H. Machine Co. 


4274 Easton Avenue St. Louis, Mo. 


We are prepared to do accurate work because the equipment for doing’ the 
work on which we specialize is modern and especially built for the purpose, and 
our workmen are skilled mechanics. We also have the proper organization to 
direct the work, and all work is properly inspected before shipment is made. 

We are prepared to do work promptly, and in most instances, we can com¬ 
plete the grinding of a set of cylinders or a crankshaft within four days after 
receipt of same, and lighter jobs, within forty-eight hours. 



SEND FOR OUR FREE ILLUSTRATED 
AND INSTRUCTIVE PAMPHLET. 



Our Prices are Reasonable. 

WORK ON WHICH WE SPECIALIZE 

For Automobile, Truck, Tractor, or Stationary Engines. 


Cylinder Grinding. 

When a motor, through continued service and 
natural wear and tear, has lost its power, 
lacks compression, pumps oil, fouls its spark 
plugs, develops a knock or piston slap and 
consumes oil and gasoline out of proportion 
to the service rendered, it is a sure sign that 
the cylinders need regrinding. 

There is only one way to overcome this 
trouble. The cylinders must be reground and 
fitted with oversize pistons and piston rings. 
The engine will then perform with the 
same efficiency as when new. 

Cylinder grinding is a distinct specialty, and 
therefore must be done by experts, on machin¬ 
ery adapted exclusively for this work. 

Oversize Pistons. 

We are prepared to supply pistons of any 
standard size or to any oversize. We special¬ 
ize on piston sizes for orphan cars; those sizes 
which cannot readily be obtained elsewhere. 

Semi-Finished Pistons. 

We are prepared to supply semi-finished pis¬ 
tons to those who desire to rebore or enlarge 
their own cylinders. These pistons are finish¬ 
ed to within tV' of size with grooves, etc., 
cut ready for the machinist to turn down to 
exact fit for the cylinder bore. 

Piston Castings. 

We are prepared to supply a large number 
of sizes of piston castings or make patterns 
for those sizes we do not have in stock. 


Oversize Piston Rings. 

When a cylinder is enlarged the proper over¬ 
size piston ring is necessary. Don’t be misled 
by the statement that a ring near the size 
will do—it must be exact. We supply all 
standard sizes and oversizes. 

Piston Pins. 

We are prepared to supply, within forty-eight 
hours after receipt of order, standard or over¬ 
size piston pins, hardened and ground, made 
from special steel. 

Miscellaneous. 

We regrind piston pins, ream connecting rods, 
piston bosses and fit piston pins to pistons. 
We grind pistons to fit cylinders. 

Crankshaft Trueing. 

(H. & H. Method). 

A crankshaft which is scored, sprung or has 
a flat spot will cause a knock and ruins the 
bearing. We are prepared to make a crank¬ 
shaft true, round and parallel* to the original 
factory accuracy. The cost in trueing up a 
crankshaft will be less than the cost to refit 
bearings. 

We are also prepared to weld or straighten 
bent crankshafts. 

Scored Cylinders. 

We are prepared to “fill” cylinders which 
have been deeply scored or which has sand 
holes or has‘cracked water jackets, etc., by a 
special process, at a very reasonable price. 


(Please mention Dyke’s Auto Encyclopedia when writing) 






866 


it 


GENERAL INDEX. 

If you don’t find wliat you want under one heading, stop and think—what other heading 
could he under. For instance, if you are looking for the adjustment of floats or carburetors, 1 n>a 
be under: “carburetor float adjustment,” or “adjustment of carburetor float, or floats lor car¬ 
buretors.” 

Another point—if you want to find how to adjust the carburetor on some particular car. 
First turn to Specifications of Leading Cars, pages 544 to 54 6; find the make o car ure ot 
used, then turn to tho index for that particular carburetor and the pages wherein it is < escn e( . 
The same applies to ignition and electric systems. 

See Dictionary page 8G1, for Meaning of Motoring Terms. See page 7f>< for Ford index. 


Acid 

4 c 
f < 
44 
< 4 
4 4 


4 4 
4 4 
I 4 
4 4 


4 I 
4 4 
4 4 
I 4 
4 I 
4 4 
4 4 
4 4 
4 4 
4 4 
4 4 
4 4 
4 4 
4 4 


4 4 
« 4 
4 4 
4 4 
4 4 
4 4 
4 4 
4 4 
4 4 
4 4 
4 4 

4 4 
4 4 


4 4 
4 4 
4 4 
4 4 
4 4 
4 4 
4 4 
4 4 
4 4 
4 4 


4 « 
4 4 


4 4 
4 4 
I 4 


4 4 
4 4 
4 4 
4 4 
4 4 


4 4 
4 4 


4 4 
4 4 
4 4 


4 4 
4 4 
4 I 


4 4 
4 4 
4 4 
4 4 
4 4 
4 4 
4 4 
4 4 


4 4 
4 4 
4 4 


Acceleration; meaning of .150 

Accelerator . 496-497-154-486-67-153-492-150-497 

Accessories, desirable and necessary .511-515 

for car . . . ^.17-511 

for tires .586 

Acetylene regulator .720 

for welding .718 

meaning of.439 

for battery; how mixed .448 

for soldering.864G-711 

(picric) for increasing speed and power....809 

-proofing battery boxes .473-474 

test of platinum points.304-234 

Active material, of storage battery.439 

Adapters for electric lights.429 

Address of Auto publications.520-524-529-753 

Addresses, how to find .548 

Address of mnfg’r’s of air compressors.610 

automobiles .533 

bodies .762 

carburetors .162 

electric systems .373 

engines.Insert No. 2 

gasoline tanks .602 

ignition systems... 251-253-254 
machinery for repair shop. 617 

magnetos .288 

parts of old cars.547 

pistons (aluminum) .... 651-823 

pistons, rings, etc.609-823 

starters (mechanical & air) .322 

steering gears .691 

storage batteries .473 

tire accessories .568-571 

tires .571 

top material .849 

touring equipment .520 

tractors.753 

wire wheels .762 

Adjustable engine bearings .643-S37 

“ valve clearance .635 

Adjusters for valves .608-634-791 

Adjusting and inspecting engine parts.595 

*' repairing .620 

Atwater-Kent ignition device. . .248-250-543 

auxiliary spring on carburetor.168 

Bendix starting device.326-331 

Borg and Beck clutch .42-668-842 

Bosch ignition timer .253 

brake pedal .691 

brakes, Timken and others.684 to 689 

Buick clutch and transmission.665-670 

Cadillac carburetor .130 

carburetor and engine tuning, prices 

charged.595 

carburetors, different makes. 166-171-172-184 

carburetors. “V” type engines.171 

earbiiretor for winter.170-153 

chain tension .749 

Chevrolet chitch and brakes.665-672 

Chevrolet transmission .671 

clutches.661 to 668-932-842 

coil vibrators .234 

Connecticut ignition timer.254-543 

connecting rod bearings 641-643-645-646-837 

cut-out .398-366 

Delco electric system .397 

Delco third brush .390-405 

Delco timer .245-378-392-543 

differential drive pinion 583-673-932-750-762 
Dodge clutch; transmission.. 666-670-931-932 

Dodge generator .733 

electrolyte.864E-471 

engine .595-620 

engine bearings .641-643-837 

fan.191 

floats of carburetors .182 

front wheels .680-681 

full floating axle.669-673-677-932 

gap of magneto interrupter. .297-304-301-543 

gravity of battery .471 

headlights .433-432 

Hudson clutch .666 

Hudson oiling system .694 


4 4 
4 4 
4 4 
4 4 
4 4 
4 4 
4 4 
4 4 
4 I 
4 4 
4 4 
4 4 
I 4 
4 4 
4 4 
4 4 


4 4 
4 4 
I 4 
4 4 
4 4 
4 4 
4 4 
4 4 
4 I 
4 4 
< 4 
4 4 
4 4 


4 4 
I I 


Adjusting ignition timer .•. 245 'iil 

“ internal gear drive axle. . . . •••••;• • * Y«Lo 

" interrupters. . . .264-298-244-251-253-304-54. 

** Klaxon horn .. 

Adjusting magneto interrupter ..297-298-304-543 

“ main bearings of engine. 

Maxwell transmission . o/u 

McFarlan rear axle . 

Mitchell transmission . •••' 

oil pressure .198-199-200-694-859 

Overland clutch . 

Overland transmission .• 670 

piston clearance . 645 

rear axle and differential... 673-674-6 < 8-932 

regulation of generator for output.366 

Reo clutch..667 

Reo engine bearing .04^ 

“safety or spark gap” magneto.2J1 

screw (carburetor) .wle? 

Sheldon rear axle (truck type) ....750-751 

silent chains .411-728-729-369 

silent chain (Dodge) .• • • • • • 3 A 9 

spark plug gap.233-235-542-237- 

238-304-939-275 

semi-floating axle .669-674 

Schebler carburetor .172-174 

steering devices .690 to 693 

Stewart horn .515 

Studebaker clutch .665 

Studebaker transmission .670 

third brush on generator. 370-733-924-925-405 

three-quarter floating axle.669-672-675 

timer.247-254 

transmission.669-671-670 

truck brakes .751 

universal joints .680-681 

vacuum tank fuel feed.165 

valve and tappet clearance... 94-634-635-542 

valve clearance (Buick).109 

valve tappets (wrench for).738 

vibrators on coils .234 

Adjustment of axles.669-672 to 679-750-932-762 

rear axle, Cadillac .674 

Chalmers .674-678 

Dodge .932 

Dorris .673 

HAL .673 

Hudson .674 

.Jordan .674 

Maxwell .675-676 

Reo .679 

Sheldon Truck .750-751 

Saxon .678 

Timken ..673-762 

Westcott .674 

Advantage of a circuit breaker.377 

“ “ balanced crank shafts.532 

chain drive . 19 

dynamo for ignition .255 

single hot spark .225 

three point suspension .533 

Advantage and disadvantages of auxiliary air valve 

. (carburetor) ...150 

battery coil and 

magneto .255 

coil with vi- 

brator .255-230 

coil system of 

ignition .255 

dry batteries.255 

generator for 

ignition .255 

ignition systems.. 255 
low tension coil 

systems .255 

magneto system 

alone .255 

master vibrator 

coil .255 

mechanical fea¬ 
tures of cars. ...531 
oiling systems.... 197 

solid tires .527 

storage battery 
for ignition.255 


4 4 
4 4 


4 4 
4 4 
4 4 
< 4 
4 4 
4 4 
4 4 
« 4 
4 4 
I 4 
4 4 


4 4 
4 4 
4 4 
4 4 


4 4 
4 4 
4 4 
4 4 
4 4 
4 4 
4 4 
4 4 
4 4 


4 I 
• 4 
4 4 


4 4 
4 4 


4 4 
4 4 
4 4 


4 4 
4 4 


4 4 
4 4 


See page 898 for English to French Dictionary. 












































































































































GENERAL INDEX. 


867 


Advance and retard of interrupter.309 

“ spark .67-227-305-314 

“ spark, how much .227 

“ spark, magneto.267-294-277-309 

of ignition, testing of. 317 

“ spark, automatic .246-249 

“ spark, range of .312-319 

Airplane engines (seo supplement) ... 901-757-138-933 

engine spark plug .238-939 

instruments.920-921-904 

" insignia.899 

Age of person driving car.522 

Air and gasoline, (mixture) .142-150-151 

and gasoline, proportion of.586-142 

bled jet .177-800 

bound gasoline tank, caused by.162 

compressors.562-563-564-553 

compressor (home-made) .743 

compressor, speed of.563 

control for carburetor .159-170 

cooling.189-190 

gap. 95-480-864J 

gap of valve . 94-95 

gap transmission .480 

gauge (Twitchell) . 568 

hose .563 

leaks.192 

lcck in water line .192 

planes (see supplement) .901 

pressure, gwsoline system.164-602-130-854 

pressure of tires .553-554-559 

Pump.562 

starter.322 

tank for cleaner.740-744 

tank, pressure alarm .740 

tank, size to use .564 

type speedometer .512-513 

valve control of carburetor .149-173-166 

valves (weighted), of carburetor.150 

washer for carburetion .828-754 

A. L. A. M. horse-power table .534 

meaning of .534 

size spark plug .238-612 

Alarms.515 

Alcohol and water (non-freezing).193 

for cleaning spark plug .237 

freezing, boiling point and specific gravity.585 

how to save .730 

kerosene, water, gasoline, freezing and 

boiling point .193-575 

Aligner for wheels .683-744 

Alignment of pistons and connecting rods.. 646-649-659 

“ truck transmission . 749 

“ “ truck wheels .565-588-683-750 

Aligning transmission shaft .732 

Allen spark and throttle control.496 

Alternate peak of current wave.265 

Alternating current .257-266-267-335-439 

Alternating current generators .257 

Aluminum, cleaning of .401 

“ melting point .721-539 

“ pistons .75-645-792-813-651 

“ piston kinks .651-638 

“ soldering.695 

American Ever-Ready speedometer .513 

Ammeter .415-414-377-393-399-402-410-416-864H 


4 4 
4 4 
4 4 
4 4 
4 4 
4 4 
4 4 
4 4 
4 4 

4 4 
4 4 


does not indicate charge.415-416-410 

exposes short circuits .417-416 

for testing adj. of coil vibrators.234 

how placed in. circuit.410-391 

indications.410-416-417 

on Reo-Remy electric system.372 

principle of .414-398-415 

purpose of .410-414-415-377 


reads charge at low speeds, discharge 

at high speeds, etc.411-410-416 

readings.414-399-400-417-419 

“ during cranking operations, Delco.387 


“ scale.414-398-399 

“ shunts.414 

“ testing accuracy of .410-398 

“ testing for short circuits.406-418 

“ tests for motor, generator troubles... 416-410 

“ to test battery indicator and cut-out.410 

“ troubles.419 

“ vibrates.400 

“ when used with starting motor.. 410-414-416 

Ampere and volt, meaning of.207-441-439 

“ as applied to generators .337-410 

“ capacity of wire .427 

“ consumed by electric lamps.433-434 

“ consumed by starting motor.410-416 

“ consumed by electric vehicle.477 

“ hour.439-441-861 

“ hour capacity of battery.861-441-467 

“ how to measure .414-410 

Ampere-meter—see also ammeter..... 403-402-414-410 
Amperage of Dolco generator.390 


Amperage of generator, average .371-410 

“ lamps.432-433-467-410 

regulation. 343 

to speed of generator.390-410 

Angle iron . 710 

Annealing.695-713 

Annular ball bearings .36-588 

Anti-clockwise and clockwise.296-313 

Anti-freezing solutions .193-438 

Anti-glare devices .430 

Application of starting motor to engine.327 

Arbor press .606 

Arc burning, meaning of . 439 

“ outfit for battery .471 

Area of a circle . 539 

“ “ “ triangle. 539 

Army truck gear shift .490 

Armature .257-335-274-323-325-387 

coil, if burned out .411 

coil, loose from commutator segments... 737 
construction of, for magneto.269-271-290-304 

core, laminated .258 

displacement type .330 

high tension .271-268-288-290-304 

1 ‘ how one serves for motor and genera¬ 
tor .347-352-381-387 

inductor type .264 

inductor type magneto .256-265 

(magneto) speed of inductor type.265 

of generator . 212 

“ magneto and interrupter, position of..309 

“ magneto, setting of .295-310-313 

“ magneto, speed relation of.... 296-306-313 

relation to interrupter .309 

relation to distributor on magneto.301 

“ shaft.*.275 

(shuttle type) .256-258 

speed, of magneto .294-424 

“ tests.402-406-410-414-416-424-418-737 

test (magneto) .301 to 304 

torque test .411 

“ troubles.411-416-301-304 

“ winding, magneto .256-258-268-269-271 

winding (Delco) .381-387 

“ winding, generator .323-325-332-385 

Armored cable .609 

Artillery type wheels . 15 

Asbestos gaskets .717 

A. S. M. E. screw thread table.703 

Assembling a four cylinder engine.62-63 

truck rear axle .751 

ATM. (atmospheres), meaning of.438 

Atmospheres, reading of .436-438 

Atmospheric pressure .718-582-168-920 

“ “ at sea level .539-920 

Attaching and detaching tires.555 to 558 

charging wires to battery.730 

“ magneto to engine .301 

Attachments for carburetor .158 

Atwater-Kent, a single spark .250 

“ “ condenser.247 

“ “ depolarizing switch .248 

“ “ ignition system, adjusting of 247-250-543 

“ “ system, wiring of .249 

“ “ timing for Ford .810-316 

“ ** timer gap .250-543 

* * " timing, oiling of .247-543 

Audible testing device .737 

Automatically operated inlet valve .91 

“ “ needle valve .172 

Automatic advance governor.248-249 

“ “ of magneto.287-289 

“ “ of spark ...246-249 

“ “ reason for .307 

“ controller of electric current.342 

“ control of spark, Delco.... .376-383 

“ cut-out.337-334-342 

“ electro magnetic gear shift .330 

gas generator .437 

*' regulator, electric .343 to 350 

“ shifting pinion starter .326-331-330 

“ spark control .246-249 

Autogenous welding .719 

Auto Club of America .582 

“ -life cut-out .359 

“ “ starter & generator, on Chevrolet. 364-358-359 

“ “ generator brush adjustment.364-358 

“ “ generator fails to generate full output 409-358 


“ mechanician, meaning of .594 

“ mechanician’s outfit .592-594 

“ -Ped.755 

“ race, first .581 

“ right side of .582-134 

“ salesman and pointers .529 to 533 

“ show, first .581 

“ trade publications ..529 

“ words, pronunciation of .582 

Automobile; assembly of . 10 































































































































































































868 


GENERAL INDEX. 


Automobile cleaning of ..507-595 

electric.476 

first.581 

" functions of principal parts. 10 

“ how to ship .509 

laws, different states.522-523 

“ manufacturers’ addresses .533 

" overhauling of .594 

repairing business, how to start.597 

repairman.593 

“ right side of .134-582 

Automobiles no longer manufactured, where to 

obtain parts .547 

Auxiliary air inlet .147 

“ “ valve, its purpose.150 

* * valve (Packard) .855 

hand air pump for gasoline.854 

head lights .857 

spring adjustment on carburetors.168 

Average compression of engine.627 

piston clearance .651 

valve clearance.635-542 

valve timing .114-542 

Aviation engine, Gnome (see supplement).138 

“ “ Wisconsin.911 

Axle adjustments .669-672 to 679-750 

“ shafts (Cadillac) removal of.679 

“ shafts, how fastened to differential.669 

“ stand, for repairing.605-730-797-709 

Axles.2-31-50-669-672 to 670-750-931-762 

“ (dead) .31-746 

“ floating and semi-floating, advan¬ 
tages of .532-669-31 

“ front.31 

“ full floating .31-33-669-532-931 

* ‘ housing, lubrication of .204-205-669-762 

“ internal gear drive ..678 

“ live. 31-50 

“ oil leaks .*.678-762 

rear • . . . .31-33-532 

“ removal of.33-932 

“ semi-floating .33-669 

“ straightening of .709-782-584 

“ truck.750-762 

B 


Back-firing in muffler .580 

(popping in carburetor).170 

“ valves open too early . 98 

Back lash, taking up .673 

Bacon, how to cut .518 

Baffle plate to prevent excess of oil.652 

Baker bolted-on rim .557 

Balanced crank shafts .532-122-78 

Balancing electrolyte .471-864E 

Ball air adjustment of carburetor.150 

“ air inlet of carburetor .152 

“ and Ball carburetor .864F 

“ and socket gear shifts .490-49 

“ and spring oil regulation.198-200-741 

“ bearings .. 36 

“ bearings for engine.640 

Ballast coil .339 

resistor .347-348-428 


Barrel type crank case, explanation of. 62 

Barnes steering device .691 

Bases for electric lamps .433 

Battery storage, see also storage battery... 439-421-411 

action of.447 

acid.448 

‘ * adding water .454-455 

adjusting gravity .471 

and coil ignition systems.... 242-245 
and dynamo lighting method.... 431 

assembly.444 

electricity not stored.447 

box, acid proofing or painting .473 

capacity.441 

care of .454-421 

“ case.469 

cell assembly .445 

cell connections .443 

cells.r. . . 445 

charge, when complete .459 

12 volts charged from a 6-volt generator. .363 

charging.459-447-470 

and repair shop .601 

“ (12 volt) battery from 6-volt 

circuit.465 

“ “ circuit.461 

equipment (lamps) .460-461-465 

Ohms resistance .464-463 

“ “ outfits.462-464 

“ “ pole finding not necessary with 

rectifier.463 

* “ principle, simplified .447 

“ “ rate.459-461-467 

“ “ rectifiers.$.463 

“ “ resistance required .461 

“ “ reversed. 459 

Battery charging volt meter test.460-453-461-416 

410-864D 


connectors, 

connectors, 

connecting 

constantly 


Battery charging when sulphated.dLl 

“ cleanliness . ..455 

“ cold weather .422 

“ coil and magneto, disadvantage of.255 

“ coil timer and magneto ignition.276 

compound for sealing . •••••474 

“ connections, (miscellaneous) ..422-428-444-466 

“ connector, boring of—to remove.468 

burning of .470-471-472 

burned and bolted.468 

to generator .421 

___ discharged .422-416-410 

construction. --443 

cracked, sealing compound .473-474 

current, direction of flow .444 

current, how to save .422 

disassembling ..463 

discharges.422 

discharge outfit .474 

disconnecting of .423 

disconnecting on Reo .372-423 

discharge and overcharge .448 

does not stay charged .422 

double voltage system .456 

dry cell .207-210-214 

dry, weak .241 

Edison .475 

electrolyte .448 

“ balancing of .471-864E 

“ freezing point of .451 

“ spilled.455-473 

“ put in same cell. ..451 

element, what constitutes .442-445 

element assembly ..470 

equipment for shop . .....474 

filling cell with electrolyte after repairing. .470 

floating on the line .334-337 

forming the plates .447 

for starting and lighting .421 

gassing.447-439 

gives out on road .584 

gravity at end of charge .461 

constantly high .458 

low, cause of .457 

meaning of . 447 

of, for starting motors.451 

too low .458 

grid . 445 

grounded....425 

heating of .448 

how rated in ampere hours.416 

how to crate for shipment .473 

“ “ determine size to use. 443 

“ “ determine the number of cells, 


i l 
( < 

4 i 
i 4 
i i 
4 I 
4 4 
4 4 
4 4 
4 4 
4 4 
4 4 
4 4 
4 4 
4 4 
4 4 
4 4 
4 4 
4 4 
4 4 
4 S 
4 4 
4 4 
4 4 
4 4 
4 4 
4 4 
4 4 
4 4 
4 4 
4 4 
4 4 
4 4 
4 I 
4 4 
4 4 
4 4 
4 4 
4 4 
4 4 
4 4 
4 4 
4 4 
4 4 
4 4 
4 4 


plates, etc. by number on battery. .443 

“ “ disconnect.423 

“ “ remove bad plate .469 

“ “ seal.470 

“ “ tell when charged .450 

“ “ tell when needs charging .453 

hydrometer for testing .450-447-451-457 

“ reading, when to take.451 

idle for long period .455 

if charged and new solution added.470 

if repaired for a short circuit.470 

impurities in electrolyte .469 

indicator.410 

information, (miscellaneous) .470-471 

inspection of parts . ..469 

internally short circuited .413-422 

jar.444 

jar cracked and trouble .471-457-586 

lead burning .471-726-445 

lead sulphate forming in .447 

manufacturers address .473 

meaning of + and — sign .421-356 

negative gives less trouble than positive.. 46y 

of electric vehicles .477 

on Buick.442 

overcharge.448 

overheating.457-458 

out of service .455 

parts of .442-444 

paste for plates .445-447 

plates buckling .456-457 

“ color of .445 

“ (Plante and others) 445-440 to 442-444 

“ straightening of .468 

“ sulphated—cause of.456-457-448 

“ why odd number.446 

pointers...458-459-416 

poles, how to determine.212 

put in use after long period.455 

reassembling of .470 

rectifier, home made .463-464-466 

removing of .423-345 

repairing.463-471-472-456 

repairman’s tools .474-414 

resistance units .463-464 

reversed connection .421-459 

sediment, causes of .457-469-456 





































































































































































































GENERAL INDEX. 


869 


Battery separators, (inserting).468-470 

separators, tank for soaking .472 

short circuits, usual causes of.456 

solution .. 

specific gravity .’.*,449*451 

sulphation.448-456-457-461-458 

supplies .472-474-473 

symbols .. 

(6 volt), supplying 3 volt lamps.466 

(18 volt), supplying 6 volt lamps.466 

(24 volt), supplying 12 volt lamps.466 

(12 volt) charged from 6 volt circuit.... 367 

temperature.449-461-471-448 

terminal properly grounded .408 

terminals.439-421-458-471 

how to connect .421-445 

reversed.421-417 

terms, meaning of . 439 

tester.452-450-416-417-864D 

test for short circuits .413-406-416 

testing with switch off.421 

test with volt meter .416-410-453-864D 

thermometer.449-450-451 

tools .472-474 

troubles, cold weather .422 

“ miscellaneous 416-422-456-457-458-577 

remedies for .416-422 

located with hydrometer.457 

two sets, how used with coil.226 

type numbers explained.443 

voltage.443-453-370-440-447-410-416 

voltage at end of charge. .461-453-460-416-416 

volt-meter for testing .414-410-416-453 

water, adding proper kind.454-455-456 

water, how to distill.474-709 

weak .421-422 

when cut-out is not used with.422 

when disconnecting .421-423 

when to put in separators.470 

when to tear down for repairing.463 

will not take charge.458-416-410 

wood and rubber separators.445-444-469 

work bench ..474 

work, prices to charge.473 

Baume scale .452 

Bayonet lamp base .432 

Beads of tires, types of .551-552-553 

Bearing bushings .c641-643-644 

engine, adjustments .641 

" knocks, how to test for . . ... ....638 

Bearings, plain .72-644-203-641-837 

(adjustable type) .643 

“ burnt and “burning in'*.643-201 

“ connecting rod .72-647 

“ engine, how oiled .198-200 

“ engine, testing .507-641-643-507-837 

“ engine worn, hoW to determine.647 

“ fitting to engine .647-837 

“ for engine and adjusting of 72-640-507-837-838 

“ for piston pin.644-643 

“ haw damaged .202-203 

“ kind used on leading cars.543 

“ main and connecting rod, fitting. ... 641-647 

“ Packard “twin-six" .853 

“ (oil grooves in) .203-644 

“ roller, ball and thrust 36-673-674-687-640-588 

“ scraping of .642-643 

“ six cylinder engine.123 

“ taking up and testing .641-837 

“ Timken roller .687-673-674-^6 

‘ * worn.. . 641 

Beams of light, meaning of.433 

Bell crank; on brake rods . 6 

Belts for fans .187 

Bench drill .614 

Bending tubing .713 

Bendix electric starter .326-331 

“ starting motor drive method.331-342 

“ starter system, care of..331 

Bent fenders etc.; how to straighten.745-731 

“ frames, how to straighten.731 

“ axle, rear and front .709-737-782-584 

Benzol .589 

Berline; definition of .• • • • 1 

Berling magnet-o .304-312-926-927 

Bevel gears . 

“ “ how adjusted .21-673-674 

“ “ spiral type . 21 

“ “ where principally used. 21 

“ type steering device .692 

Bezel, on what used .612 

Bicycle; high and low gear..••• „ 

Bijur double gear drive motor. ^Soor 

“ generator and controller . 857 ror 

Bins for the stock room ./•" 

Bi-polar.•.qoo 

Bi-polag, meaning of . 0£l ° 

Biplane. # . . . 

Blacksmithing, equipment for . 


Blue 

4 I 

Boat 


Body 


.900 

.616 

.202-652-169 


Black smoke, cause . » . . _ Q . 

Block and tackle for pulling car out of hole.734 


Bloom on tire, meaning of.565 

Blow cock for air line.739 

Blow-outs and why .566-590 

Blow-out of inner tube .572 

“ “ “ tire .567-566-590 

Blow-outs, repairing of, with electric vulcanizer. . .575 

Blown fuse .428-415-417-419-420 

Blow pipe torch .592-711-713-615 

torch, home made .696 

book for touring .520 

smoke, cause .202-652-169 

horns .514 

“ Ford engine in .825 

Bodies; classified . 15 

metal; how to straighten.745-731 

builders, addresses of . ....761 

“ polish.507-508 

“ removing of .678-743 

“ what type to use.527 

Boiler of steam cars .763-764 

Boiling point of water, alcohol, kerosene, gasoline. . 585 

Bolts and screws, S. A. E. and U. S.612-701 

Books (guide) for touring .520 

Books on lathes .617 

Books on oxy-acetylene welding.719 

Bore and stroke, meaning of. 81 

“ “ “ of engines of leading cars 542 to 546 

Boring cylinders .653-654 

Borg and Beck clutch .42-668-842 

“ “ adjustments.668 

Bosch, battery and timer ignition.276-253-543 

double ignition system .276 

dual magneto, timing of.312 

dual magneto, relation of armature to 

distributor .301 

“DU4" magneto and synchronizing of.301-268 

electric system on Marmon.361 

generator principle .339 

ignition timer and adjusting of.252-253 

interrupter (magneto) .298 

magneto.288 

“NU4" magneto system .284 

starting motor . ....330 

“two point" ignition system.277-284 

“two spark" ignition system.277-283 

vibrating duplex system .283 

“ZR" magneto, setting of.310 

Bottoming tap .704 

Bowden wire . 801-173 

Box pit, for working under a car.739 

Boyce motometer .188 

Brake adjustments .684 to 689 

“ Chevrolet .672 

cam type .686 

care of .685 

cleaning of .688-690 

(clutch) .665 

bands, fitting .688-689-690 

bands, how to clean .588 

drums; where located .6-6-84 to 689 

electric .479 

external contracting band type.686 

equalizer. 30 

fails going down hill . 492 

how to use ..494-491-492 

horse-pow r er and test.535-536-537-861 

if fails .495-491-492-583 

i-nternal expanding band type.686 

lining.615-688-691-689-690 

lining countersink . 690 

overhauling of .688-689 

pedal adjustment . ..691 

Prest-O-Vacuum.479 

purpose of . H 

squeaks.30-684 

Timken type .684-686-687 

toggle type .687 

truck type .751 

types of .29-686-687 

using engine for .494-583 

and nickel polish.508 

cleaning of .401-741-508 

jzing .697.712 

torch . . .712 

Bread, how to bake . 519 

Breaker box, how to install.254 

“ gap distance of magneto.288-298 

“ points, magneto .312-298-309 

Breast drill .614 

Breather, purpose of .197-783 

Briggs standard thread .703 

spark and throttle .497 

specificatio®s.343 

wiring diagram .363 

Columbia auto laws .524 

gasoline pipe .71- 

piston rings .391 

wires, testing of .241 

bushings .®*4 

Brougham; definition of . 15 

Brush type distributor .269 


Bra 

4 

Bra 


ss 


Briscoe 


British 

Broken 


Bronze 


































































































































































































870 


GENERAL 


Brushes, broken connection indication.412 

Brushes carbon and metal (Delco).404 

care of .400-408 

“ electric motor .825-331 

generator, third-brush regulation... 343-8640 

holder loose . 408 

how to change charging rate by shift¬ 
ing (Delco) ....405 

sparking at .409 

fitting of ......406-404 

Bryant valve spring remover .615 

B. S. gauge of wire .427 

B. T. U., meaning of.861-587 

number foot lbs.;861-863-587 

to 1 lb. gasoline.585 

Bucking coils .334-339 

series, regulation .345 

Buckled battery plates .456-457-458 

Buckling, meaning of .439 

Buffer blocks, where used .622 

Buick adjustment of transmission.670 

“ “ “ brake.689 

44 “ “ clutch.665 

carburetion heating method .157-179 

clutch (see also Insert No. 1).665 

clutch tool .742 

Delco system .;.388 

electric switch .378 

engine (see also Insert No. 1).44-109 

firing order .246 

“ gear shift .497 

ignition setting .109 

“ “ timing of .245-309 

piston ring size.607 

rear axle .(see Insert) 

re-designing old car .761 

removing push rods .742 

“ size and type of battery.442 

“six” clutch .Insert No. 1 

socket wrenches .5y2 

spark and throttle control .496-497 

specifications.543 

steering device (Jacox) .692 

valve clearance, adjusting of.542-109-94 

“ “ grinding.742-633 

“ timing.109 

Building a four cylinder engine..... 62 

“ garage for business .596-597-598 

“ “ “ “ home.619 

Bulbs, (electric), size to use on leading cars.434 

“ (6ee lamps, electric) .432 

Bumpers.17-26-511-514-736 

for rear of car .736 

" how to straighten .731 

Burner for Stanley steamer .763-764 

Burning connectors of battery .471-726 

point of oil .201 

strip for battery .439 

Burnt bearing or bushing .643-201 

Bushing a valve guide .634-791 

Bushings, removing of .644-650-824 

“ for bearings .641-643 to 645-203 

Butterfly throttle valve .152-153-154-146 

Buzzer or electric bell for testing.737 


Cable or wire for starting and lighting.. 425-426-428-240 

Cables for magneto .297 

Cadillac adjustments, (ignition) .132 

air compressor .562 

and Hudson Delco system (1914).379 

axle shaft removal of .679 

carburetor.130 

“ chain adjustment .729 

clutch.f. 40 

condensing device .730 

Delco electric system .396-132-133 

“ disconnecting battery .423 

electric system .132-133-396-542 

“ engine.127 to 133 

“ firing order .131 

gear shift .133 

“ ignition timing .132-729 

“ (1914) magnetic latch .483 

radiator repair . 714 

" rear axle adjustment . 674 

“ re-designing old car .761 

removal of rear wheels .679 

“ replacing silent chain .729 

“ spark and throttle control.496 

specifications.543 

“ test light for ignition timing .729 

“ thermostat on cooling system.130 

“ (1914) two-speed rear axle.483 

valve timing ..108-729 

“ wiring diagram .133-396 

Cadmium test of storage battery.864D 

Cage type valves, grinding of...631-91 

Calcium chloride for non-freezing solution.193 

Calipers.614-700 

micrometer .697-698-699-649 


INDEX. 

Calipers for inside measurement .J49-700 

Calipers for outside measurement . 04 rnn 

“ vernier.699 

Cam and fly wheel, direction of travel.•. 89 

Camber of front wheels .ViW. 74 a 

Cams ^ and 'cVm^Bhafts "87-*G3-94-116-*120-12 1 -V 2 V'137-139 

“ how they tell order of firing.. 

“ on interrupter . 309 ' qS 

“ quiet... 

Cam shaft, Cadillac engine . 

drive, leading engines . 

(6-cylinder) illustrated .• 

overhead.90-136-109-911-912-916 

relation to cam and valves.V-VSco 

removal of . 

setting, Packard .. 

“ type brakes . 

Canadian auto laws .. 

Canal Zone laws ... 

Candelabra screw lamp base.4dd 

Canned goods, when touring .• •' 

Candle power and voltage of lamps 431-432-434-467-543 

Cantilever springs .. *7 

Canvas fenders for racing . 

Capacity of fuses .42s 

“ “ gasoline tank .”44 

“ . 700 

Cape chisel . 

Cap screws. 

Carbide gas generators .• • Y V 'ttl 

Care of clutch .661 to 668 

Cardan joint, meaning of .682 

Car lifting device .. • • • J* 4 

Carbon. 202 'o?o 

and spark plugs . 

brushes on magneto ....300 

brushes used on Delco generator .404 

cause of .202-623 

cleaning.624-625-726-727-610 

collection top of piston .652 

indications .625 

preventative.625 

relation to combustion .623 

“ “ lubricating oil .623-202 

removal, water injection .735 

removed, prices usually charged.595 

scrapers.592-624 

where usually deposits .623 

Carborundum cloth, valve reseating tool.632 

Carburetion, air washer for .828 

at night ..585-168. 

at sea level .168-585 

during cold weather .170 

kerosene difficulties .831 

Pitot principle .8Q0-177 

water feed principle.828-754-735 

principle of .142-57 

and spark lever .67-222 

simplified.144 

vaporizing.155 

Carburetor acceleration .150-151 

adjusting.166-171-174 

adjusting screw .143 

adjustment for winter .170-153 

air control .170 

“ regulator . "..159 

“ type, disadvantage .150 

“ valve.150-801 

“ valve type .149 

attachments.158 

automatically operated needle vale.... 172 

auxiliary air .147 

back firing of .170-169 

Ball and Ball .864P 

ball air type .152 

Cadillac . . .130 

Carter.179 

compensator.182 

compensation jet type .149-151 

concentric float type .145 

cork float varnish .167 

dash pot .150-172 

double jet .148 

double type .754 

drips. 580-585 

electric heating . % .157 

exhaust gas heating .157-170 

expanding type .149-151 

flange packing .159-164 

flexibility of control .150 

float.143-147-145 

float adjustments .160-166-167-163 

float chamber.147 

float-feed .141 

float level .147 

float valve tester .738 

flooding of .171 

for “V” type engine.171-182 

tractor engines .831-827-754-832 








































































































































































































GENERAL INDEX. 


871 


Carburetor Ford type .166-798 

“ freezing.754-158-585 

Carburetor gaskets .164-169 

gasoline level .167 

heating methods.. .155-157-159-160-170-744 

heating method, home made.744 

heating mixture .159-855 


“ “ “ “ “ gasoline ..167 

“ “ “ “ size of .158 

Holley, kerosene .828 

Hudson.183 

idling. 153 

if too large or too small.158 

injection of steam .735 

intake manifold .159-164 

intake manifold heater .157-744-160 

Johnson.184 

kerosene and gasoline .166-754-160- 

831-827-754 

Krebs principle .144 

leading types of ....171 

loading up of .175-586-589-578 

main air supply .147-148 

manufacturers addresses .161 

Marvel.179 

Master.180 

Maybach principle .144 

mechanically operated needle valve.... 174 

metering pin type .149-151-183 

Meyer.180 

mixing chamber.147 

mixture.168 

at low speed and high speed.. 168 

how to determine .585 

how to test .169 

motorcycle type .;.845 

multiple jet .148-179-180 

old, how to increase efficiency.744 

on the Dodge .178-733 

“ “ “ King.864'F 

“ “ “ Overland.183 

“ “ “ Packard.855 

“ “ “ Studebaker.172-864F 

overloads.586-175 

parts of .145 

parts to adjust .166 

passage area, size of.158 

Pitot principle .177-800 

plain tube type .176-177-800 

principle.142 

priming rod .160 

“ Rayfield.151-175 

refrigeration .754-158 

repair bench (foot note).166 

Schebler.148-172-173-174 

side float type .145 

single jet .148 

springs.147 

spray nozzle .147 

Stromberg.176-178-184-927 

surface type .142 

temperature regulator .155-159 

“ testing .166-167-738-585 

tickler.145 

“ Tillotson.183 

“ throttle valve .148-152-153 

tractor engine .831-827-754 

“ troubles.166-578 to 581-800-184 

used on leading cars.543 

used on two cycle engine.756 

valve springs .147 

“ Venturi.152 

warm air, how drawn in.159 

water injection .735-754-828 

why popping and back-firing.170 

with governor .747 

wrench for Ford .810 

* Zenith. .180-182 

Care of a car.505 

“ “ “ “ daily, weekly, etc.510 

“ “ battery.454 

“ “ chains.18-749 

“ 44 clutch .661 to 668 

“ “ generator.408 

‘ ‘ magneto .. 297 

“ “ starter motor (Bendix) .331 

" starting motor .407-408-331 

“ 4 ‘ storage battery ..454 

“ 44 tires.565 

44 tests and adjustments, Delco system ... 397 to 406 

Car, heating of .192 

44 overhaul.620 

44 skids .495-588-590 

Cars no longer mnf’g’d, where to obtain parts.... 547 

Carter carburetor .148-179 

4 4 car friction disk type . 47 

44 gasoline pump system . 164 

Carriage bolt . 701 

Case hardening .695-696-697 

Cast aluminum . 721 


Cast iron, cleaning of .401 

iron, how to solder.712 

44 iron welding .721 

Cast steel.*.721 

Castellated nut .701 

Castor oil as a lubricant .582 

Catalogues, where to obtain—see addresses.533 

Caterpillar tractor .830 

Cause of knocks .635 to 639-580-591 

“ loss of compression.628 

4 4 4 4 4 4 power.626 

44 mis-flring.735 

44 noise in timing gear .583 

44 piston ring troubles.656 

44 tire troubles .566-567 

44 troubles, how to reason out.576 

Cell, meaning of .439 

44 connections of battery .443 

44 connector. 439 

Cells, dry . ’ .211-214-589 

44 for battery .445-439 

44 secondary.211-214-445 

Cellular radiators .187 

Cementing inner tube patch.569 

Centigrade to Fahrenheit .540 

Centimetre, what part of an inch.541 

Centrifugal governor control of generator.334-351 

44 governors for engines .840 

44 pumps for circulation of water.187 

41 type speedometer .513 

Chain adjustment .369-648-749-113-729-733 

4 4 4 4 importance of .729 

44 care of .18-749 

44 cleaning of .749-741 

44 drive, advantages and disadvantages. 19 

44 drives.18-747-749 

44 driven trucks .746-747-749-18 

44 hoist.605-615-617-618 

44 for tires (non-skid) .550-551-559-560 

44 for truck .749 

44 how to store in car .‘.590 

44 Morse.728 

4 4 on Overland engine . 648 

44 roller type .18-749 

44 side to put on .551 

44 silent.21-87-369-411-728-729 

44 silent, adjustment of.. 728-229-411-369-729-733 

44 solid tires .560 

44 sprocket . 21 

44 tightener.648 

44 using oversize .590 

Chalmers electric system .357-358 

*“ firing order and valve timing.... 124-357-542 

gear shift .497 

44 “non-stallable” (former electric system) 352 

44 rear axle adjustments .674-678 

44 removing timing gears .318 

“ spark and throttle control .496-497 

44 spark timing .357 

specifications.543 

4 4 4 4 six-30” wiring diagram .357 

44 valve and ignition timing.318 

44 valve grinding .137 

Chamois skins .602 

Champion plug cleaner .592 

Chandler gear shift .500-542 

Change gear principle .12-51-48 

44 speed gears; different methods of connecting 13 

4 4 4 4 4 4 purpose of. 12 

Changing gears ..488-486-490-493-51-48 

4 4 4 4 pointers on .493-488 

“ poles of a generator .421 

Channel iron .710 

Charge amount of generator, average.371 

rate of battery .439-467 

44 for overhauling a car .595-794 

44 for oxy-aceylene welding .725 

44 for tire repair work.574 

Charging action of battery.447 

battery after repairing .470 

44 determining when fully charged..459 


44 “ how to tell when needed.453 

4 4 4 4 object of, simplified .447 

44 batteries, lamp resistance for.... 465-461-460 

44 circuit for battery .461-410 

44 rates for battery .461-467-459 

44 rates of generator, how to change. ...405-390 

“ storage battery from gen. on eng.... 337-410 

44 storage battery with generator.327-410 

44 12 volt battery from 6 volt circuit.465 

44 . outfits for batteries'.462-464 

Chassis, Locomobile . 44 

44 of a truck .747 

44 of Studebaker and Hudson .204 

44 what consists of .7-10-15 

Chauffeur’s examination questions .524 

44 license.522-523 

Checking magneto timing .316 

44 sheets, for garage use .600 

44 valve timing .1J6-542 

Check sheet for repairman.740 






































































































































































































872 


GENERAL INDEX. 


Check valve for two cycle engines .756 

Chemical generator of electricity.210 

Chevrolet adjustment of brakes and rear axle. .672-671 

“ transmission.671 

clutch repairs .664-665 

electric system .364 

firing order .364-542 

ignition timer and timing .253-364 

piston ring size (Model “490”).664 

spark and throttle control.496 

steering device .693 

specifications.543 

valve timing, grinding valves .636 

wiring diagram .364 

Chisels.700 

Choking air supply of carburetor .159 

Christensen engine starter .321 

Chrome steel .721 

Chuck for lathe .645 

Circuit breaker .428-377 

“ “ Delco .377 


4 4 
4 4 


4 4 
4 4 


“ or interrupter of magneto.... 272-298 

grounding of .213 

“ high tension coil .229-231 

breaker troubles .377 

Circulating pump .6’5-186 

“ “ leaks.193-191 

lubrication systems .196-192 

splash oiling systems .200 

water pumps .187 

Clashing gears in transmission .669 

Cleaner, blow cock for .739 

for spark plug .592 

spray type for engine .621-740-594 

for wind shield .736-508 

“ for window .736 

Cleaning a car .507-595-620-621-741 

and polishing, price charged.595 

brass parts .741-401-508 

brakes.688 

brushes for generator .406 

carbon.624-625 

chains.749-741 

commutator. 406-404 

crank case .201-595-621 

distributor.254 

engine.201-621-594-740-491 

engine, price charged..595 

fenders.590 

gas tips .436 

glass.508-435 

metals (various kinds) .401 

oil pump and pipes .200-709 

oil regulator .741 

pistons.651 

radiator ..191-7-89 

reflectors.435 

spark plug .235-237-589-592-595 

tank.740-744 

top .508 

transmission.671 

upholstering .509 

Clearance, miscellaneous .542-543 

of car . 17 

interrupter points . 543 

piston.649-651-791-588-75-645-609 

ring gap.651-649-791 

ring .654-649-609 

spark plug gap.275-233-543-378-808 

valves ..635-634-94-542 

Cleveland tractor .830 

Click in front wheel .681 

Clicking of Delco driving clutch.383 

Climbing a hill .491 

Clincher tires, attaching and detaching.551-558 

“ tire, will it fit a Q. D. rim".551-586 

rim and measurements .551-554 

Clock, for dash .349-511 

Clockwise and anti-clockwise, meaning of.296-313 

Closed circuit ignition system .242 

and open circuit principle of ignition.243 

Closing and opening of inlet valves. 96 

Clover leaf, meaning of. 15 

Clutches .37-661-931 

Clutch adjustable pedals .662 

adjustment of Borg and Beck.42-43-668-8'42 

Buick.665 

Cadillac.40 

Chevrolet.665 

Dodge.666-932 

Hudson.666 

Overland.! . . . 666 

Reo.667 

Studebaker.665 

air or magnetic type.481 

brake.665-668 

Buick.Insert No. 1 & 665 

cone-type.39-660-662 

disk type .41-666-667-663-931 

drags, cause of .661-663-580 

dry disk type .42-50-668-842-932 


« 4 
4 4 
4 4 


4 4 
4 4 
4 4 
4 4 
4 4 


4 4 
4 4 
4 4 
4 4 
4 4 
4 4 
4 4 
4 4 
4 4 
4 4 
4 4 
4 4 
4 4 
4 4 
4 4 
4 4 


4 4 
4 4 
4 4 
4 4 
4 4 
4 4 
4 4 


4 4 
4 4 


4 4 
4 4 
4 4 
4 4 
4 4 
4 4 
4 4 
4 4 


4 4 
4 4 
4 4 


Clutch expanding .39-662 

“ for Delco motor .387 

** “ “ generator .386-398 

1 * “ starting motor.341-351-690 

“ “ tractors ..831-827 

“ grabs or is fierce.580-663-662-668 

“ Hele-Shaw.*. 40 

“ how removed .662 

“ how to use properly .661 

“ importance of .493 

“ “in” and “out” .37 to 39-41-51 

“ internal expanding .662 

“ leather, best kind to use.661 

“ leather oily, result .680 

“ “ treatment of .660-661-664 

“ worn . . .662 

“ lubricated type .40-203-663 

“ multiple disk .41-666-667-663-779 

“ operation.39-661 

“ overrunning principle .341-385-398 

“ pedal. 39 

“ “ adjustment.662-665 

“ relining.660-664-932 

“ repairing.660 to 668-932 

“ roller type (starting motor) .351-690 

“ single plate .41 to 43-50-663 668-842 

“ slipping . . .661-663 

“ spider.662-931 

“ spring.661 

“ spring compressor, Dodge .932 

spring tool, Ford .819 

“ spring tool, Overland and Reo.647-744 

“ springs, replacing of .663 

“thrown in” and “thrown out”..37 to 39-41-51 

“ troubles.660 to 665 

types of .39-38-40-42-661-779 

Coasting . . . 494 

Coes monkey wrench .614 

Coil and battery ignition .242 

“ and spark plug troubles.233 

“ condenser .227-228-245-247 

“ four cylinder vibrator type.226 

“ general review of .255 

“ high tension .218-219-220-221-231 

“ “ “ as used with generator.245-341 

“ “ and low tension magneto.259 

“ “ “ testing of . .234-235-236-302-398-402 

-710-253-416-418-245 

“ ignition systems, disadvantages of.255 

“ “ * (Delco) .378 

“ jump spark .218-219-220 

“ low tension type .215 

“ low tension ignition.206 

“ Master vibrator .232 

“ non-vibrating.235-245 

“ of magneto, how to test.301-302-304 

“ secondary of magneto .269-304 

“ size wire used .240 

“ testing of generator armature 402-406-410-424-418 

“ unit .803-808 

“ vibrator, explained .223 

“ winding (primary) .215-221-245 

“ winding partially short circuited .236 

“ wire for .428-240 

“ with vibrator, disadvantages of .255 

“ with vibrator, timing of.315 

Cold chisel .:.700-614 

“ draft preventive .740 

“ solder for radiator .789 

“ test of oil. 201 

“ weather precautions ....193-451-585-586-589-804 

Cole-Delco, wiring diagram .392 

Cole gear shift . 499 

“ spark and throttle control.499 

“ specifications. 543 

“ valve tool .633 

Color of smoke, what it indicates. . 169-202-652-580-588 

of storage battery plates. 445-447 

“ “ “ “ terminals.'.,..421 

of steel to temper.....695-696-697 

Collector ring for magneto .269-332-256 

Collet, for die.704 

Collision insurance .521 

Combination pliers .614 

“ switch, Delco. 375 

Combining magneto and coil ignition.287 

Combustion and spark, relation of.307-319 

‘ ‘ chamber . 83 

“ relation to time of spark.307 

Commercial cars and how to select.... 747-822-821-527 

Commutator.61-225-84-242-222-227-325-407-805 

“ and distributor.242 

brush fitting and trouble.404-409 

care of and greasy.409-407 

loose connections at segments. 737 

mica, how to undercut.409-404-743 

of generator . 333 

of generator how to dress.409-406-743 

of generator how controls polarity.... 737 


Commutator principle on electric motor.323-325 



































































































































































































Constant 


Conversion 
Convertible 
Converting 
Cooking 
Cooling 


Copper 


Corbin 


GENERAL INDEX. 

Commutator relation to dynamo . 2‘ 5 7 

repairing . . ..409-404-743 

sand papering of.404-406-409 

segments .227-404 

soldered connections. 737 

sparking..'.‘.'.‘.'.‘.409-404 

testing for roughness .404-406 

troubles, cause of.241-325-404-409-804 

turning down on lathe. 404 

Compass for finding N. and S. pole of magnets. .303-805 

how to use watch as.. 

how shows flow of current. 221 

Compensating gear (see also differential) ....35-13-669 

jet type carburetor.149-151 

Compensator for over voltage protection.428 

‘ for carburetors.. 182 

Compressed (air) for shop use. 564 

Compressed air starter. ‘"*322 

_ “ air tanks .[’.!!!!. .564 

Compound armature . ....... 21k 

hand air pump .!s62 

winding . 332-333-335 

Compres8ion61-535-219-30 7-62^7-640-793-817-790-909-275 

,, advantages in overhead valve type. . . .627 

tt altered by change of bear-ings.643 

average of engines .627 

cocks. . ’ * [ ’ " g 7 

determined with throttle open 627-*5*35-909 

,, e £ ect and cause.627-535-909-640 

,, effect on spark.275-817-627 

kerosene used .828-627 

knocks.638 

‘‘ leak between cylinder wall and piston 629 

,, | oss of .629-626-628-630 

,, loss due to leaky rings.628-655-609 

lower when kerosene used.828-627 

Packard . . # 853 

pressure, meani-ng of . 535 

pressure 535-275-627-626-640-909-793-817 

or relief valves . 87 

relation to gaskets.627-640 

ring, meaning of .655 

,, space in engine .627-793-307 

stroke.57-116 

testing of and guage 629-627-628-739-656 

whistle.514-515 

Compressor for air. 564-562-553 

for clutch springs 932-664-647-742-744-819 

Compressometer . 629 

Concentrated sulphuric acid.448 

Concentric float carburetor . !!!l 45 

‘ ‘ piston ring. 651 

Concrete, how to m-ix. 619 

Condenser, Atwater Kent .*.'.".*.*.*.*.*.*.*2*4*7-249 

Condenser, defective .303-398-245 

for alcohol (Cadillac) .730 

for coil.228-229-245 

for magneto .269-273-303 

for water, Cadillac .730-709 

function of and on Delco coil.229-378 

testing of.245-303 

_ . . of electricity.206-207 

Conduits .. to 428-609 

Cone clutch principle and repairs .39-662 to 665 

Conical type valve . 92 

Congested districts, meaning of.* *'. [503 

Connecting generator to battery.421 

rod .63-75-643-8*5*-6"4*6"-837 

“ alignment, testing of.646-649-733-659-837 

“ bearings .73-641 

“ bent, cause of knock.659 

“ lower bushing .645 

“ shims .641 

rods and pistons, lining up .659-646 

rods, require side play.645-646 

yoked and side by side... .75-127-129 

“ “ “V” type engines ..75-74-78 

Connecticut ignition on Chevrolet.364 


873 


< i 


Condenser, 

Conductors 


Connectors of batteries, burned and bolted.468 

for wires .428-240 

Constant current or amperage regulation.. 343-345-925 

for horse power formula. 534 

or continuous current. 211 

source of electric supply.242-341 

Contact breaker box, how to install.254 

of magneto (see interrupter). 

“ “ or interrupter .242-243-225-259-304 

“ Remy .298 

“ points (magneto) pitted.298-234-304 

Continental engine (see also insert No. 2).71-544 

Controller of electric vehicle.476 to 478 

Control of generator current.334-337 

“ spark .-.305 

“ speed of engine . 67 

Constructing a garage .597-619 

Conversion table, hundredths of inches to 

sixty-fourths .115 

tables, miscellaneous.539-541 

coupe, sedan and touring car. 15 

inches into degrees.115-93-541 

fire .516-520 

a fire engine.587 

Cadillac system .130 

lubricating oil .. 201 

of engine .186-69-186-188-189 

of engine with kerosene (not advisd).585 

Packard system .860 

Renault system .186 

thermo-syphon .185 

troubles . .189-191 

thermostat.191-130-860 

gaskets .607-717 

soldering , , .711-614-586 

wire as used with electric transmission. .207-427 

wire terminals .609-427 

and Brown speedometer.613 

Cord type tire .. 550-559 

Core of a radiator.715*789 

Cork inserts for roller clutch.690 

Corrosion of battery terminals.439 

Cost of equipping machine shop.616, 617, 618 

Cots for touring .516 

Cotter pins .609-795 

Counter-electro-motive force .399 

Counter shaft ... : . 48 

Counter sink, for brake lining.690 

“ balanced crank shaft.79-122 

Coupe and Coupelet, definition of. 15 

Couple-gear gas electric truck....484 

Coupling or junction box for wiring.426-428 

Coupling for trucks.561 

“ for magneto .*302 

“ Oldham .**302 

Cover for radiator.1°® 

Cowl, means that part of dash instruments are on,_ 

as cowl-board (see dash).. • 50® 

Cracked battery jar.••••471-457 

“ cylinder . ..580-713-193 

“ ball, how makes its presence known.36 

“ water manifold .J15 

or hoist. 

.63-72 

barrel type . •■•• 6 % 

“ “ cleaning of .201-o9o 

Crank case, depth of oil in. 

“ “ hot .580 

“ “ six cylinder . 1“1 

“ “ wrench . 

pin, out of true. av®*? 


Crane 

Crank 


case 


Crank 

Crank 


Cranking 


Crank 


ignition coil .358-359-365-254 

ignition on Dort .365 

ignition on Overland .358-359 

ignition timer .252-254-358-359-365 

ignition thermostat .254-358-359-365 

ignition system; adjusting, etc. 251 to 

.254-243-366-365 

shock absorbers .732 

thermostat .246-254-359-365 

Connections of battery, miscellaneous.. .466-421-422-459 

“ battery, how to make.428 

“ battery, reversed....421-459 

grounded .209-213-240-425 

loose .241 

“ of cells .212-214-444-466 

“ “ dry cells .207-209-214 

“ magneto armature winding.258 

“ “ Splitdorf coils .228 

** " volt- ammeter, how to make.414 

“ “ of wire, how to make.240 

“ on distributor .295 

parallel .208-214 

“ series and series-multiple.207-209-214 


by hand, proper hold and why.490-143 

current .387-400-327 

“ alignment, test of .646 

“ and cam shaft speed relation....-308 

“ and connecting rod “V” type engine.. 75 

“ balanced .79-122-532 

“ bearings.72-203-532-640 to 647 


bent 
“built up” 
degrees of 
drive from 
removal of, 
scored 


type 


.646 
. 79 
. 77 

electric starting motor.324-326 

Overland method.648-647 

.642 


“ “ six-cylinder . 

“ ** stand . 605 

“ “ speed to distributor speed, 12 cylinder. 135 

“ “ “throw” .!. Vo* kao 

Crating a battery and automobile.3-o09 

Creeper for working under car.604 

Cross filing . . .. 1 

Cross method of st^ering .®91 

Cubic inches, conversions of.539 

*• “ of engine cylinder .539 

Cumulative compound winding . 

Curb gasoline pump . |02 

Cure, as applied to vulcanizing. •••••>64 

Current direct .211, 257, 737, 333, 387, 335, -56 

Current, constant or continuous and flow of.211 

























































































































































































874 


GENERAL INDEX. 


Current how induced in primary coil .223 

Current, how made to alternate .2G7-737 

" how intensified .214-216-219 

induced, meaning of .219 

indicator.370-410 

meaning of . 221 

required for starting motor.410-416 

regulation of .337-343-347 

secondary, meaning of .219 

Curtain (top) glass .849 

Curtiss airplane engine .921 

Cut cylinders (see scored cylinders).202-587-653-656 

Cutler-Hammer magnetic gear shift.482 

Cutting iron or steel with oxy-acetylene.724 

gaskets .716 

key ways .708 

mica, on commutator .409-404 

otf magneto ignition .275-299 

tire fabric .603 

Cut-out adjustments (electric) .398 409-366 

exhaust (muffler) . 84-7-32-608 

fails to operate .409-422-406-410 

how to determine if working properly.411 

mechanical type.811 

not used on Delco.383 

on Overland . 359 

principle .334-344-337-342 

reverse current type .334-344-370-864B 

tests . 410-406 

testing with ammeter.410 

vacuum type .843 

Cycle, meaning of .57-756 

Cylinders .81-63-79-532 

Cylinder barrels or liners . 71 

Cylinder, crack in .580-193-713 

cut repair .653 

degrees of . 134 

en-bloc ...81-83 

enlarging .653-654-655 

firing order of .116 to 120-542 

head detachable .137-80 

“ replacing of .649-659 

lapping .649-650 

leaks . 193 

offset.81-532 

oversize, how much to bore.653-654-609 

painting .509-588 

raising evolution .134 

reamer .615-792 

reboring, reaming and grinding.653-654- 

792-813-615 

rotary type .136-138 

scored .201-202-650-653-587-713 

scored how to fill (foot note).653-713 

soldering of .653-713 

staggered .127 

testing for enlargement .609-649-654 

types of . 81 

welding .721-726 


types, advantages and disadvantages of... 532 


D 


Daily attention to a car.510 

Dampener (vibration) .728 

Dash-board; how attachd . 7 

" instruments leading cars_497 to 500-824 

Dash lamp . 433 

" pot and metering pin.151-586 

“ “ of carburetor .150-175-172-130 

D. C. or double contact base for lamps.433 

Dead axles .13-31 

" short circuit .412 

Decimal equivalent of fractional part of an inch.541-697 

Decimeter . 541 

Decarbonizing chemicals .624-625 

“ outfit .727-624-625 

Degrees .93-541 

converted to inches .314-115 

(Fahrenheit standard) of electrolyte. 449 

minutes and seconds . 93 


of crank shaft throws . 77 

of eight cylinder “V” type engine. 70 

(setting of magneto) .311 

symbol of .541 

Delco address of . 375 

“ armature winding .381-387 

“ automatic control for spark.376-383-384 

spark and variable resistance.384 

battery and coil ignition system. 375 

“ brush and commutator trouble.404 

“ Buick electric system .388 

Cadillac electric system .396-132-729 

" circuit breaker .377 

" coil .378-245 

“ Cole wiring diagram .392 

" commutator dressing of .404 

" combination switch . 375 

" cranking operation .386 

“ cranking tests .400 

" distributor and timer .377-132-378-245 

" Dodge wiring diagram .369 


Delco driving clutch “clicking” .383 

“ electric systems, adjustments.. .397-378-543-389-405 

*' field winding .381 

“ generating principle .387-38^-386 

generator, amperage of .390 

charging rate, how to change.405 

“ “ clutch.386-398 


“ “super-six” wiring diagram .391 

ignition coil test .245 

“ if fails .401 

** system, early form .374-376 

“ timing .378-543-244-245-377-390-132 

lighting circuit tests .402-399 

Light plant .824 

lubrication .„.397 

meshing gears .386 

mica protruding .404-704-409 

modern ignition .375 

motor clutch .387 

motor-generator brushes .404 

“ -generator principle .386 

“motoring” the generator .399-386 

motor parts, how to clean.401 

winding.381 

non-automatic spark electric system .394 

Oldsmobile wiring diagram .393-394 

regulating resistance units, size to use. .......397 

regulation methods .381 

relay ignition .375 

resistance units .246-378-381-383-397 

single wire or grounded system.383 

spark lever position .377 

spark plug gap .378-543 

starting and generating system, principle of...379 

•• •J'70 QQA OCC QQK-QQC; ylftn 


" tests for “motoring” generator.400 

“ tests miscellaneous .398-399-402-403 

“ third brush adjustment .405 

“ third brush regulation .389-405-386-393-396 

“ timer .244-245-377-132-378-S92 

“ timing ignition .378-543-244-245-377-132 

“ troubles .401 

" variable resistance regulation .392 

“ when motor fails to start .404-401 

“ why cut-out not employed .383 

Delivery car, how to select.527 

Demountable rim .551-556-555-552 

straight side rim .550-551-552-555-557 

Denatured alcohol .193 

Depolarizing, Bijur .857 

Depolarizing generator .421 

Depolarizer type switch .246 

Depth of oil in crank case. N .196 

Designs for old cars ..760 to 762 

Desk for foreman.710 

Detachable cylinder head .137-81-90-783 

Diagnosing battery troubles .458-457-421-422-416 

magneto troubles .299-301-304 

“ troubles .576-577-416-737 


Diagram of a typical electric system.342 

" battery and coil ignition.245 

“ Delco generator amperage .390 

“ electrical symbols .356 

“ Ward-Leonard electric system .342-344 

“ “ Westinghouse battery and coil 

ignition system .346-348-349 

“ wiring of high tension coil.218-220-224- 

226-231-228 

" wiring, low tension ignition systems... .215 

Diameter and revolution formula.617 

of circle (finding) .539 

of pulleys (finding) .617-563 

Diamond point chisel .700-707 

Die and tap sets .612-613 

Dies and taps, explanation of .704-612-613-795-796 

Dies for threading small pipe.608 

Diesel engine explanation .758-587 

Differential .35-13-669-32-673-674-678-932-749 

adjustments Timken rear axles.. .673-674-678 

adjustments. Dodge .932 

automatic action of.;.13 

how fastened to axle shaft.669 

locking type .748-749 

" M & S.749 

“ Powrlok .749 

“ lubrication .205 

removal of .669-675-932 

“ “ on Maxwell .675-676 

replacing ring gear .583 

” troubles .675-932-583 

winding on generator.345 

Different ignition systems, advantages and 

disadvantages . 255 

ignition systems on one engine.287 

Difficulty in shifting gears, causes of.669 


“ ” lighting troubles .419-416-737-577 

“ troubles .576 to 581 

Dim lights .411-419 


































































































































































































GENERAL INDEX. 


875 


Dimming headlights .429-437-588-795 

Direct current, explanation of.211-257-737 

Direct current, how obtained .333-737-335-256 

generator .333-335-737 

drive . 51 

Disadvantages of multi-coil ignition .229 

pressure and gravity gasoline feed. 164 

Disassembling batteries .463 

“ rear axles .673-678-932 

Discharge, meaning of, relative to battery.439 

Discharged battery, cause of .422 

Discharging outfit for battery . 474 

Disconnecting battery (see index, battery).421-423 

generator .423 

Dictionary . ..861 

Dictionary, English-French .899 

Disk clutch .41-666-662-931 

adjustments and repairs _663-666-667-932 

“ lubrication .203-666-667 

“ piston . 75 

‘ ‘ wheel .762 

Displacement of piston .538 

type armature ..'.330 

Distance of breaker gap on magneto.!288-298 

rods ; definition of . 21 

to set interrupter points, magneto. .315-297-298 

to set timer gap .250-378 

to set spark plug gap.. .233-219-299-542-378-808 

Distilled water .474-455-458-709 

Distributor .232-245-269-296-306-313 

and armature, speed relation of.308 

“ commutator .,242 

“ timer .242-244-246-252-254-259 

“ “ “ ( 8 cylinder)-.131 

“ “ (12 cylinder) .135 

“ driven from generator.341 

“ “ “ shaft .247 

brush type .269 

“ (Delco) .131-374-377 

" Dixie .293 

drive method on generator .341 

elementary principle of .232 

gap, distance of .247 

gap type .247-269 

for a coil .232 

gear on magneto .272 

mica peep-hole .310 

of high tension magneto .269-262 

parts of magneto .270-275-297 

speed and connections. .. .295-294-271-261-306 

wires, how to separate and protect.297 

Divided exhaust (see also Insert number 3). 82 

Dixie breaker mechanism .298-292-543 

“ car, specifications of .544 

“ magneto (see also Insert) .290 to 293 

“ magneto, motorcycle (Insert No. 3).292-811 

Doble steam car .765 

Dodge adjustment of transmission.670-932 

carburetor .178-733 

cam shaft removal .650 

clutch adjustment .666-932 

disconnecting battery .423 

" engine .see Insert No. 2 

electric system .369-733-924 

firing order .369-542 

“ fly wheel diameter .114 

“ gear shift and lever controls .497 

generator chain, adjusting of.411-733-369 

generator gear puller .738 

“ horsepower and torque .535 

ignition timing .369 

“ meshing timing gears . 112 

** oil (engine) adjustment .733 

oil for rear axle .205-932 


" oil level in gearset .670-666 

“ piston ring size .607-654 

rear axle .931-932 

socket and spanner wrenches .592-738 

“ spark and throttle control ..:.496-497 

specifications .544 

“ steering device adjustment .693 

“ “toe-in" of wheels .683 

“ third brush regulation .370-733 

“ trailer attachment .746 

truck .825 

“ valve guide reaming .634 

valve timing .114 

“ wheel puller .737 

“ wiring diagram and electric system... 369-370-923 

Dog clutch, where mostly used. 21 

Dolly for towing in a car.732 

Dome lamp .433 

Don’ts and Do’s, electrical .421 

Don’ts for drivers and repairmen .591-494 

Door for repair shop or garage (self-opening).738 

Dorris rear axle adjustment . 673 

Dorris specifications .544 

Dort electric system.*.365 

Dort ignition timing .365-253 

Dort specifications .544 


“Double decker” motor-generator .352 

Double contact bayonet base, for lamps.433 

chain drive .18-13-47-746-747-749 

ignition system .277-255-276 to 278 

Double gear drive (Bijur) .328-857 

jet carburetor .148 

pole snap switch .430 

reduction starting motor drive.329 

spark in one cylinder .283 

system of ignition .255-287 

voltage battery system .456-466 

Drag link or tie rod .25-2-691 

Draining oil from engine crank case.491-201 

Drawers for small parts .742 

Draw-filing .643-708 

Dressing commutator (see commutator).. .406-404-409-743 

breaker or vibrator points.809-234-304 

for tops and upholstering.849-509 

Drift or solid punch, some uses of.709-796-592 

Drills .706-614-615 

Drills in sets .614-615 

Drill and tap sizes, table of.703 

“ bench type .614 

" chuck .706-616 

“ gage, how to read .699 

“ how numbered and lettered .706 


“ how to select size and hole to drill. .699-702-706- 


614-615 

“ how to sharpen or grind .707-615 

“ how to use .707 

“ jig for cotter pin holes.739 

“ lubricant, kind to use .707 

“ press, chucks, lathes, etc.614-615-618 

Dripping carburetor, cause of.580-585 

“ oil from engine and transmission.203-669 

Drive, double chain. 18 

“ pinion, purpose of .13-5-19 


reduction (see also ratio of gearing), 


18-22-770-781 

“ shaft .13-5-19 

“ shaft adjustment .673-674 

system .18-13 

“ systems for trucks.747 

Drivers license .522 

Driving a magneto.294-295 

“ car .495-492 

“ speedometer .513 

gear, where installed . 19 - 

generator .341-336-338-351-369 

methods, electric starters . 326 

pointers .505 

rules .501 

starting motor .324 

starting motor and generator.351-369 

the timer and distributor.246-245 

when intoxicated .503 

Drum armatures .256-323-325-332-335 

Dry cell connections .207 to 209-214 

“ “ “ (emergency) .241 

“ “ ** with Atwater-Kent systems.249 

“ “ disadvantages of .255 

“ “ explanations of .207 to 210-214 

“ “ testing of ‘.241 

“ " used instead of storage battery.423-424 

“ " wiring two sets .217 

" cure, meaning of .564 

** disk, clutch adjustment .668-842-666-932 

Drying out a wet motor-generator.409 

Dual engine valves .927 

" tires . 560 

“ ignition systems . ..277-255-262-263-276-287 

Dump body for trucks.746 

Duplex cables .240 

“ carburetors for “V” type engines.182 

“ ignition system .283 

Dusenberg valve principle and timing.88-108 

Dynamometer fan type .536 

Dynamo and lines of force.737 

Dynamo for ignition, advantages of.255 

Dynamo .210-256-333-335-737-387 

“ how generates direct current. .737-333-335-256-387 

Dynamometer horse-power test .536 

Dyneto electric system on Franklin .362 


E 


Easy starting in cold weather.586-156-153-489 

Eccentric on a steam engine.52-764 

Eccentric and concentric piston rings.651-655-654 

Eclipse-Bendix inertia gear drive.326-331 

Edison battery .475 

Ediswan lamp base .433 

Eight and twin six carburetors.182 

“ cylinder engines .127-532 

“ “ engine, lap of power strokes.126 

“ " firing order .131-542 

" ** magneto . 293 

** “ relative position of pistons.131 

Eight cylinder “V” type engine, degree angle of 70 

Eisemann interrupter and timing.298-285-543 






























































































































































































876 

Kisemunn 

•I 

if 

Eisemann 

H 

Electrical 


44 

44 


GENERAL 

magneto .285*288 

“ on Locomobile .362 

“ timing of .313-285 

magneto with automatic advance.287-289 

pivoting advance magneto.288 

lag .243 

symbols or signs .356 

test for horse-power.537 

Electric arc burning outfit for battery.471 

air compressor .563 

“ brake .479 

“ bulbs.434-437 

“ circuit tester .737-424-418-416-403-412 

clocks .349 

connections .207-208-428 

current “alternating” .257-266 

“ “ “direct” .211-257-209 

how intensified.214-219 

waves and impulses of .266 

equipment for shop .563 

“ generator .333-335-925-733-737 

how driven .246 

“ “ parts .212 

gas car. Woods .479 

gas car truck .484 

hand lamp .592 

heating of carburetor. 157 

“ horn and tests .514-515-418-410 

ignition (see also “Ignition”).206 

how combined with generator .341 

" parts necessary .211 

“ “ systems .213-243-255 

lamps, (see also “lamps”) .431-434 

lamp bases and sockets.432 

“ candle power, amperage and voltage.. .432 

“ current consumption .432-434 

“ filaments .432 

“ sizes used on leading cars.432 

“ watts and candle-power .467-431-434 

“ where used on a car.432 

light adaptors for oil or gas lamps.430 

“ wiring .430 

“ dimming of .437-588-823-824 

lighting methods .429 

lights, source of power . 17 

motor driven truck .484 

“ parts of .323-328-325 

“ Westinghouse .328 

primer for carburetor .157 

repairmen, hints for.737-424-418-416-403-412 

repair shop equipment.472 

spark for Doble steam car .765 

starting motors .328 

starter, Bendix . 326-331 

“ Bijur .328-857 

Bosch .330 

Rushhmore .330 

Westinghouse .328 

motor, with reduction gearing... 328-857 

starting systems leading cars.. 356-543 to 546 
“ motor, care and troubles 

of .331-407-408-577 

** motors.322-325-327-577 

supply, constant source of.242 

switches .213-327-329-248-277-427-429 

symbols .356 

system, address of leading manufacturers....373 

advantages and disadvantages.255 

“ Dort . 365 

“ Entz . % .352 

Ford enclosed cars.’864A-823 

of Cadillac .132-133-396-729 

of leading cars .544-546 

Gray and Davis.351-354-355 

of motorcycles . 843-811 

ideal .255 

“ Overland .358-359-677 

Pierce-Arrow .349 

single, two and three unit .340-343 

testing of .429-737 

** TJ. S. L. ..353-347 

Willys Knight “6” .358 

" Westinghouse .346 

testing instrument .414-697-592-864D 

864H-J 

testing of circuits 403-402-416-418-413-410- 

.737-429 

testing devices 424-418-304-8641-737-416- 

.414-429-697 

testing shop .472-616 

thermostat .350-254-359-365 

troubles, how to diagnose; test 577-429-416- 

.410-737 

“ vehicles and battery .....476-477-478 

Electricity, chemical generator .210 

how conducted. 207 

how made to do work...211 

how transmitted .206 

mechanical .210-212 

nature and explanation of.206 

static .297-585-162 

...:. 214-215-218 


44 

44 


44 

n 


4 4 
4 4 


t 4 

44 

44 

44 

44 

44 


INDEX. 

Electrolyte.448-449-454-455-473 

“ freezing point .^51 

" gravity at end of charge .461 

“ how mixed . 448 

“ “balancing” of or how to adjust 864E-471 

“ impurities, result .469-456-457 

“ level of .454-455 

“ spilled from battery.455-473 

“ tester . 452-450 

Electro-field magnets .256-325-323-332-737 

Electro and permanent magnetic fields... .325-323-335-212 

Electro-magnetic gear shift.329-330 

Electro-magnet, how builds up lines of force.737 

Electro-magnet recharger .303-807-819 

Elementary principle of high tension coil.221 

Element, of storage battery.445 

Elliptic springs . 27 

Emergency brake and clutch pedal.6-485-490-665 

“ rim .551-552 

“ stop .489 

Emery cloth valve reseating tool.632 

E. m. f.—electric motive force (see also volts).207 

Emptying oil from barrel .730 

Enameled parts, cleaning of.401 

En-bloc cylinders .81-83 

Enclosed valves .92-785 

End play in transmission .669 

Engineer’s wrench .611 

Engine, aero (see also supplement page 900)... .757-138 

adjusting .595-620-837 

advantages and disadvantages.532 

"“ assembling of .62-636-648-838 

“ back fires .580 

*< hnlkd 799 

“ bearings * *. *. * * ’.'. *.'. ‘ ’.'. ’. *. ’. ’. ’ ‘ *'. '.72-640-648-641-837 

bearings, testing and fitting.507-647-837 

“ Buick (see Insert No. 1). 44 

“ Cadillac .127-128-133 

“ cleaning.621-491-594-740 

“ compression—(see also “Compression”) 

“ crankcase . 72 

crank case hot.580 

crank shafts .77-112 

cold weather pointers .170 

“ continues to run .586 

“ Continental (see Insert No. 2) 

“ control of speed . 67 

“ cooling .185 

“ Curtiss .921 

“ Doble, steam .765 

does not deliver full power.579 

“ Dodge.see Insert No. 1 

“ double opposed . 12 

draining oil .491-201 

“ Diesel type.757-758 

Dusenberg, valve timing .108-88 

“ “dual” valve .927-109 

eight cylinder .127 

essentials before it will run.576 

external combustion type .53-763 to 765 

“ fails to start .408-578 

fires irregular .300 

Ford (see Insert No. 2).784 

Ford lubrication system .197-772 

“ for tractor .753-831-832-277 

" for trucks . 747 

four cycle, and the first 4 cycle engine.... 57-581 

“ four cylinder . 63 

four cyl. why used for racing.587 

with four valves (“dual” valves) .109-927 

Franklin (see Insert No. 2).189 

Golden, Belknap and Swartz .188 

“ Gnome .138-910 

“ Hall-Scott .913 

Haynes .121 

“ heating . 189 

Hispano-Suiza .918 

how to lift from frame....605-797 

how to start and how to crank.153-143 

“ idling .153 

inspection and adjusting of .595 

internal combustion .755-53 

Knight type .139 

“ knocks .580 

lack of flexibility .578 

“ lap of power stroke .126 

“ Liberty .933 

“ leaks oil .581 

“ loads up .578-589 

“ loping .169 

" lubrication .196 to 205-595-722 

make used on leading cars.543 to 546 

" makes hissing noise .580 

“ manufacturers, addresses of, Insert No. 2.... 

“ marine .755 

misses at high and low speeds.299 

misses at all speeds.579-804-806-236-237-170 

missing with spark retarded or advanced. .. .298 

“ motorcycle .76-755-843 

multiple cylinder (how suspended) .11-12 


Electrodes 





























































































































































































GENERAL INDEX. 


877 


Engine opposed type . 70 

overhead cam shaft ..137-911-912-914-916-109 

overhead valve type .90-85-109-921 

“ overheating of .189-319-579r583-788-800 

Overland .647 

Packard .'.851 

“ Pierce-Arrow .927 

painting of .509 

parts . 72 

priming of.153 

racing of, damages bearings .203 

rating, “25-35,” meaning of .583 

rotary cylinder; rotary valve .136-138 

runs slow and pulls hard.159-171 

“ running in .203-489-507-735-643 

running in after overhauling.735 

running in when new.507-203 

runs after switch is off.408 

runs smoother at night, cause.585-168 

runs well but car drags.580 

single acting . 55 

single cylinder type . 70 

(single cylinder) where placed. 11 

“ six cylinder .123 

sixteen valves .109-916-791 

sleeve valve .136-140 

specifications of leading cars.543 to 546 

speed, how controlled . 153 

“ speed, how to tell.823-700-536-921 

speed relation to car.537-538 

“ stand .605-712-742-648 

44 Stanley steam .763-764 

44 starters, electric .326-331-832 

44 starters, motorcycle .844 

44 starters, mechanical, etc.321-322 

starting by “choking” air .159 

“ starting, if crank is lost.591 

“ starting of .65-300-487-489-59-143 

starting on ignition ..321-282-832 

44 starts, but misses and difficult to start. .578-300 

starts, but “pops” and “sneezes”.578 

44 starting with switch open.489 

“ steam .757-52-763 to 765 

stationary .757 

stopping of .,.489 

“ , stopping fill cylinders with gas.300-489 

“ stops suddenly or slowly .578 

“ side valve type vs. overhead type.532-627 

Studebaker . 71 

Stutz racing .108-109 

testing stand .744 

“ testing compression of .629 

“ tractor use .831-832-753-71 

“ truck use .833-838-71 

troubles .578 to 581-800 

44 “twelve” and “twin-six” meaning of....53-134 

“twin-two” type .587 

■“ two cycle .756-757 

44 two cylinder wiring diagram .231 

types of .70-71 

“ used as brake .‘.583 

44 uses too much oil .584 

“ valve clearance (see also “Valve Clearance). 

valveless type .757 

valves (see “Valves”).89-542 

“ vibrates, cause of .584 

Waukesha .833 

Weidley . 186 

“ what is necessary before it will run.206 

where located . 11 

44 w.ill not crank, lamps burn bright.457 

will not pull .,...578 

14 will not stop when switched off.580 > 

44 Wisconsin aviation .911 

44 with good compression . .....629 

44 why loses power .626 

“ why necessary to start it ..59-143 

44 why runs better at night .585-168 

44 why racing type 4 cylinder .587 

'English-French Dictionary .899 

Entz electric power transmission .480-481 

Sntz electric system .. • 352 

•Equalizer for brakes .30-204 

Equipment for blacksmith shop .616 

44 “ battery repair shop. 472-474 

“ “ machine shop .617-618-616 

4 4 4 4 electric testing shop ....472-424-697 

44 44 touring ...51o to 520 

44 necessary and desirable for car. ... 10-511-515 
44 of a repair shop and a garage.599-609-614-616 

Erbswurst, meaning of . 

Esse-x, electric system .-25 *77 

Essex, Model A, specifications of. 676 "ooo 

Esterline generator . . • • •- 332 

Ether and gasoline .. 

Ever-ready starter .. 

Examination questions for chauffeurs ; ....5^4 

Examples of valve timing (see “Valve Timing ).. 108-109 

Excess of oil. remedying with piston. 

J Exhaust and inlet valves .91-65-609 


Exhaust heating of carburetor .155-157-159-744 

“ “cut-out .84-608-732 

“ manifold .82-157-159-164 

“ noise, cause of . 84 

“ of Cadillac .130 

“ pipe and muffler .84-12 

44 pipe overheats .580 

pressure lubrication . . . . .195 

racing car .761 

“ smoky, cause of (see also "Smoky 

exhaust”) .202-169-656-588-580-652 

“ valves .89-65 

“ stroke .57-61-116 

44 valve, mercury cooled .824 

“ valve, opening and closing . 96 

“ whistle .514-732 

Expanding clutch .39-662 

Expanding type carburetor .151-179 

Expansion of piston.651 

Expansion or explosion pressure.535 

Explosion, missing of .236-237-804-806-578-579 

Exide battery .446 

Extension tank on radiator .190 

External combustion engine .53-764-765 

contracting brake .30-684 

“ short circuits (battery) .456 

“ shunts, for Volt-meters.414-416 

Extra Ext. spark plug. 238 

Ezy-out stud remover .709 


Fabric of tires .565-566 

Fahrenheit-Centegrade conversion table .540 

Fahrenheit thermometer (special scale) .451 

Fan adjustments.191-788 

“ belts .193 

“ propeller type ..193 

44 type dynamometer . 536 

Fans .187 

Faure battery plates .440-445 

Feet, symbol of .541 

Fender cleaner .590 

“ canvas, for racing .816 

14 straightener .731 

“ bent; how to straighten .745-731 

Few words to one starting in Auto business.533 

F-head cylinders . 81 

Fiat specifications .544 

Fiat radiator .190 

Field circuit, shunt .400 

“ coil test .403 

44 core .323-325-335 

“ electro-magnetic .325-323-335-212 

“ magnet weak .412 

44 magnets . 257-323-325-328 

44 magnets, electro and permanent.256-332-335 

44 multi and bipolar .328 

44 of a generator .212-325-328-335-257 

“ of a permanent magnet (field of force)... .266-267 

44 permanent magnet .212 

44 winding, Delco .381 

Fierce clutch .580-661 to 663 

Files .613-614-708 

File for dressing platinum points.234-809-614 

Filaments, electric lamp .432 

Filling gasoline tank .162 

44 plug of storage battery .439 

44 rods .719-721 

Filing a bearing cap .643 

44 a piston ring .657 

44 cross method .708 

44 draw method .708-643 

44 how to file .703 

Filter for oil .602-603 

Finding compression stroke .120-320-116-117-57 

44 size pulley to use.617 

44 the grade of a hill .539 

44 poles of battery .452 

44 poles of magnets .303-806 

44 position of piston .114-320-310-105-836 

Fire and gasoline.161-506 

44 extinguishing methods .602-161-506 

44 for baking. 516-520 

44 for cooking when touring .516-520 

44 insurance .521 

Fire-plug, parking near .503 

Fire pot for melting solder .714 

Firestone rim, demounting and mounting.555 

Fire truck engine, how cooled.587 

Firing order, Buick .246 

44 44 leading cars .117-542 

44 44 six cylinder engine .124-125 

44 44 three cylinder engines .117 

44 44 to determine by position of cams.120 

" 44 (Packard) .856-135 

44 44 twin motorcycle engine .846 

44 44 twelve cylinder .134-135-856 

First auto race and first auto show.581 

44 change of gears .12-51-488 

44 year lathe work (publication) .617-743 





























































































































































































878 


GENERAL INDEX. 


Fitting a clincher bead tire to a Q. D. rim.553 

and cleaning brakes .688 to 690 

a plain bushing to connecting rod.643 to 645 

brushes on generator .406-404 

electric horn to car.616 

exhaust "cut-out” .732 

exhaust whistle .732 

main and connecting rod bearings.643 to 647 

rings to cylinder .657 

rings to grooves of pistons .659 

rings to piston .658-659 

shock absorbers .732 

up a garage and shop . 699 

Fittings for gasoline pipes.608 

Five bearing crank shaft vs. three bearing.531 

Fixed spark .307-311 

Fixtures for repair shop .699 

Flame test of cylinder for missing.237-169 

Flange gaskets .717 

Flanging tubing .713 

Flash test of oil .201 

Flat of thread, meaning of .702 

Flat wrenches.611 

Flexible shaft of speedometer .513 

Flexibility of control of carburetor.150 

Flooding of battery .439 

Flooding of carburetor .171 

Float adjustments .145-166 

" feed carburetor .141 

" level .147 

" of Master carburetor .168 

" of Rayfield carburetor . 167 

“ of Schebler carburetor .168 

“ of Stromberg carburetor . 167 

“ of Zenith carburetor .181-182-168 

" of carburetor .143-145 

tester .738 

“ valve mechanism .145 

“ valve tester .738 

Floating axle, advantage of .532-31-33-669 

Floating storage battery on the line.334-337 

Floor of garage, concrete .619 

Flow of current explained .209-211-221 

Flow of current in magneto .267 

Fly wheel and cam gears, direction of travel. 89 

Flutes . 704 

Flux for soldering .711-714-715-789 

Flux for welding...719-721 

Flux or electric field of force.267 

Fly wheel drive method of motor generator.338 

" drive starting motor .324-326 

" generator of current .265-347-353 

" indicator .114 

" knocks, testing .638 

" marking of degrees .107 

“ purpose of . 55 

" motor-generator (U. S. L.).353 

" valve timing marks .104 

Focusing headlights .433-435 

Following tap .704 

Foot brake pedal .485-665-662-6 

Forced draught cooling system .189 

Force, meaning of .535 

Force feed cooling system .185 

Force feed lubrication .199-198-859 

Ford carburetor (See Ford Supplement).. 160-798-799-754 

" clutch spring compressor .819 

" control levers . 490-777 

“ cylinder—how much can be bored.. 792-813-609 

“ dimensions of chassis .776-821-770 

electric system, enclosed cars .846A-823 

“ engine .see also Insert No. 2 

“ engine lubrication system .197-772 

" engine in boat .825 

“ engine troubles .800-790 

“ generator, setting brushes neutral .864C 

* ‘ generator, testing of .864C 

“ garage smallest size .776 

" headlight control . 82$ 

" horsepower and torque .535-770 

" ignition timing .804-316 

" index .767 

" kerosene carburetor .160 

" firing order .784 

“ light wiring diagram .803-429-812-864A 

" magneto .265-805 

** magnets, how placed .588-805 

“ pistons, standard and oversize ....609-792-607 

“ piston ring compressor.659 

“ piston rings .654-791-607-609 

“ radiator repair .789 

" ratio of gearing .780-781 

" rear axle stand .744-797-824 

“ spark and throttle control .496-771 

" specifications .766-544 

“ starter .322-864A 

starter mechanical (foot note) .810 

** supplement .767 

" tractor and truck .826-825 

“ tire sizes .533-823-825 

" valve spring, compressing of.633 


Ford vibrator points, dressing down.234-809 

" wrist pin .73-74-786 

Fore and aft steering .691 

Forge, portable blacksmith’s .615 

Foot pounds, meaning of .535-537-587-861 

Formula, finding capacity of a tank.542 

finding speed of car.538 

finding horse power .535 

piston displacement .538 

Forming plates of battery .447 

Four cycle engine, first .581 

Four cycle principle . 57 

“ cylinder engine, assembling of.62-63 

“ " “ lap of power strokes.126 

" “ " magneto .306 

" " “ why does not fire 1, 2, 3, 4... 119 

" " " vs. "six” and "eight” .532 

" ignition systems on one engine.286-287 

"Four-in-one” tire tool .568 

Four speed gear shift .490 

“ speed transmission .47-51-583 

" strokes of piston .57-116 

" wheel drive .484-748 

Frame, how suspended . 11 

how to straighten .731 

main and sub .11-3 

Franklin aluminum piston .638 

carburetion heating method .157 

" cooling system and dashboard.189-498 

engine (see also Insert No. 2).189 

spark and throttle control.496 

specifications .544 

wiring diagram .362 

Freezing carburetor .585-158-754 


point of alcohol, kerosene, gasoline, water..585 


point of electrolyte in battery.451 

" point of gasoline .585 

" point of -water .451-585 

preventative or solutions. 193 

French-English Dictionary .899 

Freshening charge .439 

Friction disc transmission . 47 

Front axles .31-689 

“ axle, bent .584 

" axle, component parts of . 24 

" wheel adjustment .680-681 

" why one travels further than the other. . 23 

" why run free . 13 

“ why tendency to turn to right. 23 

Frosting headlights .588 

Frozen circulating water .193-579 

Frozen radiator, how to thaw.579-788-193-800 

Fuel feed methods .163-164 

" system of steam cars .764-765 

" system, what consisting of.163-7 

" used on stationary engines .757 

Fuelizer; Packard .855 

Full floating axle adjustment.669-673-677-932 

" force feed oiling system .199 

" floating rear axle .33-532-669-931 

Fullers earth for clutch.660 

Fuse .428-412-417-348-733 

“ block .428-348 


blows or melts, cause .428-412-415-517-419-420 

“ capacities and testing of.428-418 

F-W-D truck .748 


G 

Galvanometer .267 

Gang Switch .426 

Gap distance to set distributor .247 

of spark plug .218-219-233-237-543 

" of spark plug for magneto.298-543 

" of spark plug if too wide.233 

to set spark plugs and interrupter points.542 

" type distributor .247-269-261-312 

Garage, building and equipment .597-616-617 

and repair shop fixtures . 599 

and repair shop prices for storage. 599 

building, how to construct.596 to 598-619 

door . 738 

derivation of .582 

for home, how to construct .619 

for Ford, smallest size.776 

gasoline supply of .599-602 

heating of . 593 

lighting of .599-600 

money making additions to .601-610 

office . 599 

28 car capacity . 599 

wall, how to white wash .736 

" wash rack .605 

Garford speedometer.. 

Gas burning outfit for battery connections.... 4,71-726 


‘ electric truck . 484 

* filled lamps .. 432 

generators .. 435 

generators, non-freeing solution for.193-438 

1 knocks, meaning of .638 






































































































































































































GENERAL INDEX. 


879 


Gas lamps, adapters, to change to electric .430 

4 lighting.437 

" producer. 757 

“ starter (for engine) .322 

“ tanks and where to obtain.436-438-725 

" tips .436-438 

Gaskets .716-717 

and compression relation .627-640 

assorted .607 

Gaskets, copper .607-717-239 

for carburetor .164-159-607-717 

for spark plugs .239-607-717 

for water head of cylinder.192 

(thick) to relieve compression.640 


Gasograph .823 

Gasoline .158 

and air .150-151-142-169 

44 and fire .161-506-602 

blow torch .735-711-712-726 

boiling and freezing point .585 

44 B. T. U.’s to a lb.861-585-587 

consumption (see also Ford Supplement)... .585 

engine, explanation of . 53 

fails to reach carburetor.580 

feed, different methods .7-163 

fire, how extinguished .506 

freezing point of .585 

fuel feed systems .164 

gauge .514-823-162 

how made ...158 

how drawn into cylinder. 143 

44 leaks .193-712 

level in carburetor .167 

low grade vs. high grade.155-158-161-585 

needle valve automatically operated.172 

needle valve for carburetor .143 

needle valve mechanically operated.174 

old and stale .163-590 


«« 
44 
*4 
44 
44 
44 
44 
44 
44 
44 
4 4 
< « 
44 
l < 
44 
44 
44 
44 
44 
44 
44 
44 


or kerosene for cleaning .621-740-594-491 

pipe break, how to mend .162 

fittings .608 

priming methods .153-156-157-321-801-823 

pressure gauge .199-854-824 

pump, curb type ..602 

pointers for speed 'and power.800-585-586 

quantity to a lb.585 

storage tank .602 

supply of garage . 599-602 

system, Packard .854 

tank . 162-823-514 

tank, how to measure capacity of.542 

tank gauge .514-824-162 

tank on car, where placed.161 

testing of .161-740 

to strain . 161 

troubles. 161-162 

vaporizing of .155 

volatility of .158 

vulcanizer .570 

water in .161 


Gassing of battery .439-447 

Gate or selectors for gear shifts.490-49 

Gauge for oil, does not show pressure.581-199 

Gauges for compression .629-739 

for drills, how to read .699 

“ gasoline tanks .514-801-823-162 

“ 44 oil .199-200 

44 44 oxygen and acetylene tanks .720 

44 44 reading atmospheres and pounds.436-438 

44 screw pitch . 700 

44 44 steam car ..764 

44 44 thickness .697-699-94 

44 44 tires .568 

44 44 wire .700 


Gear box alignment .732-749 

44 box, how supported . 5 

44 box, removal of .742 

44 boxes (see also “Transmission”) . 45 

44 changing .13-486-488-490-493 

44 changing lever, position of .49-51-490-13 

“ puller .606-729-743-302-738 

44 ratio.22-583-12-294-781-775 

4 4 4 4 four speed transmission .51-583 

44 44 of trucks .747 

44 44 leading cars .543 to 546 

4 4 4 4 transmissions .669-583 

44 shift, army truck .490 

44 44 Buick .497 

44 44 Cadillac .133 

44 44 Chalmers .497 

44 44 Cole .499 

44 44 Dodge .497 

44 44 Essex .676 

44 44 Haynes .499 

44 44 Hudson .497 

44 44 Hupmobile .499 

44 44 levers, ball and socket . . .49-50-666-490 

44 44 levers, gate type .49-490 

•** 44 levers, sector type. 46 


Gear Shift lever systems .49-485 

lever movements, different cars.490-497 

44 magnetic .482 

44 44 Marmon .499 

44 Overland .49-677 

44 Pierce-Arrow .490 

44 S. A. E. standard.490 

44 Studebaker .499 

44 44 Willys-6 .499 

44 Willys-Knight .499 

Gear tooth hardening .723 

44 type oil pump .199 

Gears, bevel, helical, skew, spiral, spur.21-35-89 

cam and magneto drive .835 

how to remove .302-729 

of engine, how marked .835 

remeshing on “T” head engine .106 

44 44 timing gears .87-111 to 113-316 

44 44 44 (Buick) .109 

removing 44 (Cadillac) .729 

44 44 44 (Chalmers) .318 

worm drive .21-35-750 

Gearsets (see also “Transmission and Gear box”).45 to 49 

Gemmer steering gear .692 

Generator .210-333-335 

amperage, Delco .390-387 

and battery connections...421-410 

44 lighting wire, size to use .428 

44 motor combined .336 

44 motor, how located on one engine 188 

44 timer, how combined .246 

44 armature of .212 

armature tests (see “generator troubles”). .402 

44 Auto-Lite.358-364-409 

brushes, care of and how to fit. .408-404-406 

chain tightening of .411-728-729-369-733 

44 changing poles of .421 

Chalmer’s non-stallable engine .352 


charging rate, how to change.405-925-358- 


44 
44 
44 
44 
44 
44 
44 
44 
44 
i i 
44 


364-409-733-369 


clutch (Delco) .386-379 

current, control of .334-337 

connections to battery.421 

drive through transmission .336 

driving methods.336-338-341-351 


fails to generate full output. .. .409-410-416-923 


field .212-332-271-403-406 


field coil test.403-416 

fly wheel type .265-347-353 

for Ford setting brushes, etc.864C 

for gas .436 


for ignition, advantages and disadvantages.255 

gear puller .738 

grounded .412 

44 ignition from .341 

44 overhauling .424-737 

output, learn what it should be.737 

44 parts .212-350 

44 principle of .332-333-335 

44 regulation .337-342-345-925 

44 Remy .350 

6 volts charging a 12 volt battery.363 

speed and amperes.390-401 

44 system, meaning of.439 

44 terminals .209-212-423-424 

44 troubles .577-429-737-409-411-416-864C 

44 tests .416-410-411-409-402-403-424 

valve (fuel) .141 

44 voltage, how to test.414-410-416 

44 weak field magnet.412 

when disconnecting .423 

44 windings .332-333-335-343-345-337 

Generating alternating current.257-267-737 

44 direct current .737 

44 electricity .210-211-212-333-267 

principle, Delco .380 

Glass polish .508 

Glass for top curtains.849 

Glare lens .433-429 

Glossary, of storage battery terms.439 

Glycerine and alcohol.193 

Gnome engine .138-910 

Golden, Belknap and Swartz engine.120-188 

Goodrich tire gauge.568 

Governors .153-154-840 to 842-757 

Governor, centrifugal .154-840 

44 control of electric system.347-351 

44 control of generator (output).351 

44 for automatic spark.248-249 

44 for tractor engines.753-832 

44 of spark control.246-249-383 

44 on Waukesha truck engine.835 

44 water type, formerly used on Packard.., .154 

44 for stationary engines.757 

Grabbing clutch .580-668 

Grade, how to find.539 

Grade meter . 17-511 

Grams to ounces.'..539 

Granitoid, how to mix.619 

Graphite-pile regulator resistance (U. S. L.).... 347-353 





























































































































































































880 


GENERAL INDEX. 


Graphite, use of.205 

Gravity, meaning of.439-447 

adjusting of battery.471 

“ at end of charge.461 

“ feed method of lubrication.196 

“ testing of battery.450-451 

" too low or too high.458 

Gray and Davis electric system (governor)... 351-354-355 

Grease cups, sizes of.008 

Grease for gear case.203 

“ gun, Townsend .592-622 

** spots, removing of.507-509 

Greasing and oiling a car.203-204-621-622 

Grid for battery plate.439-445 

Grinding valves, meaning of.91 

*• and reseating valves.630-632-94 

cage type valves.91-631-633 

" cylinders .653-654 

“ drills .707-615 

leaky carburetor needle valve.167-585 

platinum points .234 

valves, Buick .633 

“ “ different types . 91 

“ " in detachable head.636-137 

** *' purpose of . 92 

** ** on overhead valve engine.137 

“ “ on Weidley engine..137 

“ “ price charged .595 

“ wheel ..740-632 

wheel on lathe.735 

Ground connection of battery.421 

“ tests (see “testing for grounds”)... .416-403-402 

wire .237 

Grounded connections .209-421 

generator, causes of.412 

“ generator coil test (see testing coils).402 

“ motor, wiring plan (G. & D.).355 

_return wire. .425-426 

switch wiring plan (G. & D.).355 

“ terminals of generator.212 

Grounding coil circuits. ; .229 

“ positive or negative circuit.213-421 

“ storage battery terminals.421 

Grooving oil channels in bearings.640-644-203 

G R N D abbreviation, meaning of..213 

Gudgeon pin .643 

Guide book for touring.520 

Gummed piston rings.656-628 

H 

Hack saws .614-617-739-710-713 

HAL, rear axle adjustment.673 

Hall-Scott engine.913 

Hammers .614 

Hammered type piston ring .655 

Handbrake . 28 

Hand electric lamp.592-740 

** oil pump for lubrication.197-814-816 

“ operated horn.514-515 

Hand and automatic spark control.246-249-289 

Hardening steel.695-696 

Hard solder .711 

Harley-Davidson motorcycle (Insert No. 3).843 

Hartford electric brake.479 

Hartford shock absorbers . 26 

Haynes cam shaft.121 

“ crank shaft.122 

engine .121 

gear shift .499 

“ firing order .542 

ignition timing and electric system.373 

spark and throttle control....499-496 

" specifications .544 

wiring diagram .373 

Headache, curing of.589 

Headlight control of Fords.824 

courtesy on the road.504 

current consumed ..*..433 

dimming of.429-437-588-795 

focusing of .433 

“ removing door of.437 

Heater, gas .696 

Heat proof paint .509 

Heat treating steel.695 

Heat treating of pistons, cylinders, etc.651 

Heat units, meaning of.861-587 

Heating carburetor .157-155-159-744-855 

carburetor, old type.744-170 

a garage.598 

" a car .192-194 

(excessive) of engine.189-319-579-583 

water.187 

Height of gasoline in carburetor .167 

Height of water in radiator.185 

Helical gear, definition of. 21 

Helical drive gears, adjustment of.932 

Hele-Shaw Clutch . 40 

Hex. of S. A. E. spark plug.612 

High altitudes, effects on carburetion .168-582 


High carbon steel .721 

" gravity gasoline for priming.156 

“ mica on commutator.409-404-743 

“ or “third” speed. 51 

“ tension armature .268 

«* “ C oil.218-219-220-231 

“ “ “ and battery system.242 

“ “ “ and low tension magneto 259-260 

“ “ “ circuit .229-231 

High tension coil, elementary principle of... .221-231 

“ “ “ non-vibrating .245 

" “ “ principle of . .*...221 

“ “ “ winding of .219 

“ “ “ wiring .220-224-226-228-229-231 

“ “ distributor, elementary principle of 

232-260-261 

“ “ ignition systems .213 

“ “ magneto .269 

“ “ magneto armatures .274 

“ to low gear.51-486-488 

Hill climbing .491 

Hinged connecting rod .643 

Hints on locating Delco troubles.401 

Hints for electric repairmen.737-424-418-416-403 

Hit and miss governor.757 

Hispano-Suiza engine.918 

Hissing noise .580 

Hoffeker speedometer .513 

Hoist, chain type .615 

“ crane, for repair shop.605 

“ hydraulic . 746 

Hold down clips, for battery.439 

Holley carburetor for Ford.799 

“ kerosene carburetor .827 

“ tractor vaporizer .827 

Home garage, how to construct.619 

“ made battery charger.460-464-466 

“ made wash rack.605 

Honey-comb radiator .187-190 

Holmes air cooled car, address of.Insert No. 2 

Holmes air cooled car, specification of .545 

Holt caterpillar tractor.830 

Hook rule.700 

Horn brackets and handles.515 

“ bulb type . 515 

“ electric .514-515 

“ how operated and adjusted.514-515-418 

Horse power abbreviations .535 

“ “ and torque .535 

“ “ and torque (Ford).535-770 

“ “ Dodge .535 

“ “ Hudson . 536 

“ electrical test . 536 

“ “ table, S. A. E. & N. A. C. C.534 

test, dynamometer .536 

.608 

for air lines.563 

“ for cooling system.193 

“ for radiator .608 

“ for testing valve leaks....629 

“ for water, rotten.193 

“ radiator, keep oil off.622 

Hot air attachment for carburetor.160-159 

Hotchkiss drive . 22 

Hot crank case .580 

“ pin manifold .160 

“ spot heating carburetion mixture.157 

“ water heating for carburetor.155-744 

“ weather tire inflation. 553 

Hound rod, where used. 32 

How to case harden steel.695-697 

clean various parts of car.<507-508 

construct a garage for home use.619 

construct a garage for business.596 to 598 

determine the poles of a storage battery.212-452 
determine size pulley to drive air compressor.563 

diagnose troubles .576-577 

drill .707 

drive a car.501-485 

file .708 

find degrees . 541 

“ a grade . 539 

“ horse-power . 535 to 537 

“ piston displacement . 53 g 

“ proper size wire to use.427 

“ the poles of the battery.452 

“ size pulley to use.617-563 

“ speed of car. 538 

“ thousandths part of an inch.541 

“ wheel load of tires. 554 

fold an inner tube. 568 

keep snow from wind shield.508 

make gaskets .716-717 

make a magnet re-charger.304 

overhaul a car. 594 

read a drill gauge.699 

“ micrometer .698-699 

" taximeter . 573 

run a lathe.743-617 

select a car. 527 ' 


Hose clamps 



































































































































































































GENERAL 

How to sell supplies . 595 

“ " ship a car by freight....*.510 

“ " solder .711 

** “ start a car.486 

“ start the engine.487 

“ start into the automobile repair business.. .593 

“ “ steer a car.493 

“ “ time valves .95-836-542 

“ “ use a blow pipe torch. 735 

“ use brakes .494-491-492 

“ “ electric testing devices.737 

“ “ “ a metal saw.713 

“ “ “ taps .705 

“ “ test a car.528 

Hub caps, tightening .681 

Hudson and Cadillac 1914 Delco system.379 

carburetor .183 

“ chassis .204 

clutch adjustments .666 

“ * dashboard .498 

disconnecting battery.423 

gear shift . 497 

horsepower . 536 

ignition timing.390 

lubrication chart .204 

oiling system and adjustments.198-200-694 

radiator shutter .187 

rear axle adjustment.674 

“Six-40” Delco system.386 

“Six-40” wiring diagram (Delco).382 

spark and throttle control.497-496 

specifications .544 

starting operation .385 

“super-six” wiring diagram.391 

“ valve cap wrench.738 

“ valve timing .108 

Hupmobile dash board.498 

firing order.360-542 

gear shift.499 

“ ignition timing .360 

spark and throttle control.499-496 

specifications .,.... 544 

starting motor clutch (repair).690 

“ valve timing .,..588 

wiring diagram .360 

Hundredths part of an inch.115-541-697 

*■ Hunting link, silent chain.728 

Hydrant, parking near.503 

Hydraulic hoist for trucks.746 

Hydraulic type speedometer.513 

Hydrogen flame.439-725 

Hydrogen generator .439 

Hydrometer .439-451-452 

“ for battery, why necessary.447 

“ for testing non-freezing solutions.193 

“ tests for battery trouble.457-450 

“ how to read.451-452 

“ readings, when to take.451 

“ syringe .„.439 

“ types of .451 


INDEX. 


881 


I-beam .710 

Ideal electric system.255 

Idling of engine.153 

Igniter .215 

Ignition . 206 

“ adjusting timer .245 

“ advance, testing of.317 

“ advance, meaning of. 68 

“ advancing and retarding of.68-227-246-319 

“ and carburetion, elementary principle of..60-69 

“ “ generator combined .341 

“ “ valve timing of Chalmers.318 

“ Atwater-Kent .248-250 

“ automatic advance .246-249 

Bosch magneto .268-283 

coil condenser : .228 

“ “ Atwater Kent .249-248-367 

“ “ Connecticut .254-358-359-365 

“ “ Delco .245-378-374 

“ distributor .232 

“ explained .215-219 

“ “ master vibrator .232 

“ “ Splitdorf.359-252 

“ “ tests _234-235-236-249-253-398-402-710-302 

“ current consumed, Delco.400 

“ Delco early form.374-375 

“ Delco on Cadillac.132-133-729 

“ fails suddenly .300 

“ for Marine engines.755 

“ four cylinder, how used with coil.226 

“ from generator .341 

“ high tension coils.218-219-220-231 

“ high tension magneto.269 

“ if fails (Delco).401 

“ Locomobile .362 


44 

44 


44 

44 


44 

44 


44 

44 


Ignition low tension .260 

** “ “ coil .206-215-217 

“ “ “ magneto .257 

“ magneto and high tension coil...260 

“ magneto .268 

magneto installation (see also magneto) .295-266 
multiple cylinder using make and break....260 

“ or spark lever. 67 

on stationary engines . 757-215 

principle .206 

resistance unit .378-347-246-381-3^3 

retarding and advancing of.227-68-246-319 

setting, on Buick.109 

single spark.243-250 

“ single, dual and double.276-277 

“ spark, parts necessary.211 

“ starter .321-325 

“ starting engine .321 

storage battery .210 

succession of sparks.243-250 

“ switch, testing .253 

“ systems . 213 

system, battery and coil.242-287 

“ “ closed circuit principle .242 

“ “ Connecticut .251-254 

“ “ double .255-287 

“ “ dual .255-262-263-287 

“ “ former method used on Packard... .263 

high tension .213 

ideal . t .255 

low tension .213 to 218-260 

make and break.214-216-217 

modern battery and coil.287 

open circuit principle.242 

Packard .856 

“ “ Remy .251-313 

Splitdorf and Michigan.262 

synchronous .232 

two-spark and two-point.. .277-283-284 
“ “ using battery to start on and dynamo 

to run on.217-277 

“ “ Westinghouse .251 

systems, advantages and disadvantages.255 

“ “ a review of.255 

“ “ combining into “dual” & ‘“double”.287 

“ “ dual and double.277 

“ “ four on one engine.286 

“ “ used on leading cars.543 to 546 

“ testing.235 to 237-710-739-744-416-241-304-302-301 

“ testing for amount of advance spark.308 

thermostat switch .254-358-359-365 

“ time of .68-308 

timer, adjustments of.247-254-543 

“ “ and distributor .242-259-244- 

252-245-246 

“ “ Chevrolet .253 

“ “ Delco .245 

“ “ Dort .365 

“ “ and distributor, drive methods.. .246-245 

timers, Pittsfield, Splitdorf, Remy, Bosch..252 
timing (see setting and timing)..305 to 320-543 

“ “ Atwater-Kent .250-810-316-543 

“ “ Atwater-Kent on Ford.810-316 

“ “ Bosch dual .312-543 

“ “ Buick .390 

“ “ Cadillac .132-133-729 

“ “ Chalmers .357 

“ “ Chevrolet ..364 

“ “ coil and battery.315 

“ “ Delco .378-390-543 

“ “ Dodge .369 

“ “ Ford .316-804 

“ “ Haynes .373 

“ “ how to test with light.543-729 

“ “ Hudson .390 

“ “ Hupmobile .360 

“ “ King .360 

“ “ leading systems .543 

“ “ low tension .315 

“ “ magneto .310-312-353 

“ “ make and break.315 

“ “ Maxwell .:367 

“ “ miscellaneous . 543 

“ “ Oakland .390 

“ “ Overland .359 

“ “ Packard .850-856-135 

“ “ Pierce-Arrow .496 

“ “ Reo .373 

“ “ Saxon .364 

“ “ sleeve valve engines.136-139 to 140 

“ “ Studebaker .366 

“ “ verifying of .317 

“ tractor engine .753-831-832-255-277 

“ truck engines .747-277-255-832-312 

“ troubles .233 to 237-241-300 

“ two sparks .277-283-284 

“ use of dry cells instead of storage 

battery .423-424 

“ vibrator coil .225-226 

“ Westinghouse . 348 





















































































































































































882 


GENERAL INDEX. 


Ignition wipe spark .215 

wiring diagrams, low tension.214-216 

wiring of high tension coils.229-231 

wire and size to use.240-425-427 

without a spark.758 

I-head cylinders .. 81 

Illinois tail light law.867 

Impedence, meaning of.378 

Importance of the clutch.493 

Improved rings for piston.655 

Impulse air pump.662 

Impulses and waves of electric current.266-256-265 

or power strokes, 6 cylinder.123-125 

“ “ " “ 12 cylinder ..134 

“ “ *• “ “ how overlap .101-126 

Impulse starter for engines.....747-832-277-255 

Impulse starter, K. W.832 

“In” and “out” of clutch.38-39 

Inch, hundredths part of.115 

Inch, thousandths part of.541-691 

Inches converted into degrees.114-314-541 

symbol of . 541-98 

decimal parts of.541 

“ to centimeters .540-544 

“ to gallons, in Ford tank.824 

“ to millimeters .539 to 541 

Increasing power of engine.809-585-586-627 

Indian motorcycle (Insert No. 3 & 2).844-811 

Indications of ammeter.417-410-416-414 

“ carbom. 625 

“ open and short circuits.415-413 

“ noisy rear axle.932 

“ weak batteries .422 

Indicator for electric system .410 

for oil, Hudson.200 

or trammel for valve timing.114-102 

Induced current, explanation of.219-221 

Induced current in primary coil .223 

Inductor type armatures.265-264-256-274 

“ magneto .264-265-288 

“ “ “ setting of ...856 

“ “ “ timing of .264 

Inertia, meaning of.535 

Inertia gear drive (Bendix).326-331 

Inflation pressure of tires.553-554 

Information relative to any car, where to obtain.... 533 
Inherent control of current.339-345-346-363 


Inland piston rings.655 

Inlet and exhaust valves, size of.91-609 

“ and exhaust manifolds.83-164-159-157 

“ manifolds too large or small.164 

“ valves .65-89 


opening and closing. 96 

spring weak .635 

Inner shoes for tires (also reliners).».568 

“ tube and valve.549 

“ average life of.569 

“ blow outs .572 

“ cementing a patch.569 

“ cut and torn.572 

“ how to fold.568 

“ pointers .569 

“ proper amount chalk to use.591 

“ removing of .558-569 

“ “ repairs .566 to 570-572-574-575 

“ splicing of.572 

“ steam vulcanizing .572-570 

“ using oversize and undersize.569-590 

“ using soapstone .569 

“ “ valves .558-549 

“ valve stem repair .572 

“ vulcanizing of .570 to 574 

“ why gray or red.569 

Insignia of airplanes. 899 

Inspection of a car, engine and parts.510-595 

hole for timing. ....120 

“ pits .603-604 

sheet for repairman ......740 

Instrument lamp .433 

Instruments for auto mechanics .697-414-8G4-H 

Insulation, meaning of.207 

Insurance.521 

Intensifying the current .214-215-219-260 

Intensifier or spark gap.739 

Intermediate or 2nd speed.51-488 

Intermittent motion of valve. 87 

Internal battery short circuits.456-413-422-457 

combustion engines . 53-755 

gear drive axle.678 

expanding brake .30-686 

short circuits in battery.413 

Interrupter and distributor, explanation of 


225-24‘>-2KQ-9Q8 

adjustments .264-297-298-304-543-378 


advancing and retarding of.309 

cams .309-298-252 

construction .244-298 

for magneto and coil.260 

gap clearance . 543 

“magneto” type .243 


Interrupter of Remy magneto . 298 

on magneto .272-273-298 

or contact breaker.225-259-242-243-298 

“ point gap .542-264-315-298-273 

Interruption of current, with vibrator.228 

INT, meaning of. 868 

Intoxicated persons driving.503 

Irregular firing .579-300 

Irreversible steering gear.25-691 

Iron and steels.721 

“ soldering .711-614-586 

“ wire resistance coil.339 

INSERTS: No. 1 , page 16a; No. 2, page 140a; No. 3, 
page 288a; No. 4, page 864a. 

J 

Jacks ...741-592 

Jack for rear axle.741 

Jack for straightening bent parts.739 

Jackshafts, purpose and position of.,..18-20 

Jacox steering device .692 

Jar for battery .439-444 

Jar for battery, its value after broken.471-457 

Jeffery spark and throttle control.496 

Jeffery Quad, 4 wheel drive truck.748 

Jeweler’s file, for dressing platinum points.234-809 

Jew speeder wrench.824 

Jig for drilling holes for cotter pins.739 

Johnson carburetor . 184 

Johns-Manville speedometer .513 

Jordan rear axle adjustment.674 

Judging a second-hand car.528 

Jump spark coil .218 to 220 

“ tests and troubles.233 

“ without vibrator .245 

Junction or coupling box for wiring.426 to 428 


K 


Keeper, advisability of using on magnets.303 

Kerosene and gasoline, proportions of.585 

“ carburetors .754-160-827-828-831 

carburetors, where used.166 

difficulties .831 

for cleaning crank case.201-595-621 

“ cleaning engine .491-201-621-594-740 

“ cooling, not advised.585 

“ fuel, clean crank case often.831 

freezing, boiling point and specific gravity.585 

how used for steam car.763-765 

to loosen rings.656 

smoke indications .831 

tub, for cleaning parts.741 

vaporizer .826 

Key to motor car parts. 1 

Keys and key way cutting.708 

Keys, Woodruff .208 

Kilogramme, meaning of.541 

Kilometre, meaning of.540-541 

Kind of lubricating oil to use.200-201 

King car carburetor .184 

“ electric system .331-360 

“ ignition timing of. 360 

“ oiling system .198-200 

spark and throttle control. 496 

“ specifications . 545 

Kingston carburetor .160-798-152 

Kingston kerosene carburetor... 754 

Kissel-Kar specifications . 545 

Klaxon horn and tests.514-515-418 

Knock, cause due to bent connecting rod.659 

“ cause of .635 to 639-580-591 

“ caused by pre-ignition .639 

locating with sonoscope and air (foot note) . .638 

piston slap, cause of.637 

“ places to look for.638 

“ "testing for . v . 039 

Knight engine . !..!!!! 139 

Knight engine, history of.687 

Knots, how to tie. 734 

Krebs carburetor principle. .. 144 

K. W. high tension magneto and timing 


.288-832-928-543-296 


“ impulse starter .832-929 

“ inductor type armature.256 

“ low tension magneto . !!!264 

magneto connections .296 

magneto, explanation of.265 

master vibrator coil and magneto. !!!!264 

tractor engine ignition.832 


L 

Ladle for melting purposes.696 

Lag of explosion (foot note). !!.'!!!!!!!! 68 

electric current .243 

“ valve, meaning of.' ’ ] gg 

“ “ valve timing . !!!!l01 

Laminated armature core .258-268 

Laminated shims for bearings.641 

Lamp, amperes of.431-433-467 

bases and sockets, cause of short circuits. .413-543 


























































































































































































GENERAL INDEX. 


883 


Lamp bases .432-543 

bulb sizes for 1918 and 1919 cars.434-543 

*' burns bright but engine will not crank.457 

“ but fails to illuminate road.420 

“ ** dim .456 

" dim, when starter is working.420 

“ “ out often .420 


“ candle power, amperage & voltage.432-434-467-543 


“ dim, due to armature trouble.411 

“ dimming of .437-823-824 

“ does not light.419 

" electric .432 

“ electric, where used on a car.433 

“ fails to light.415 

** filaments.432 

“ flickers .420-421 

(headlight) how to focus.433-435 

“ for shop .735 

“ “ testing circuits.744-418-403-399-729 

“ working around car.604 

“ gas and nitrogen.432 

goes out for instant only.*.420 

grows dim when engine is speeded up.420 

“ if one burns dim.420 

“ lens .430-433-435 

lens, standard diameter .430 

nitrogen filled .435-432 

reflector, polishing of.742 

resistance for charging batteries.465-460-461 

“ size and shape, how designated.434 

“ sizes of Ford lighting system.434-543-434 

“ size to use.432-434-543 

“ too bright .420 

“ troubles and testing.419-710-416-418-403 

voltages .431-432-434-543 to 546 

“ watts and candle-power.467-431 

Landaulet, definition of. 15 

Lap of power strokes in multi-cylinder engines. 126-134 

Lap, zero, minus and plus.101 

Lapping compound .649-650 

piston to cylinder.650 

ring to cylinder.657-650 

ring to fit groove of piston.658 

“ tools.650-649-657-658 

Lathe chuck and tools.616-711 


“ drill press, etc., how to belt and drive. .618-616 


how to run....743 

" prices and sizes of.616-617 

Lavine steering device.690 

Laws, Canadian auto. 524 

■“ Canal Zone .524 

“ different states .522-523 

“ on lights too bright.437 

Lay out of a machine shop.616-617-618 

Leading carburetors .171 

cars, standard adjustments.542 

cars, specifications of.544 to 546 

Lead burning .439-471-726 

“ of valve .101 

** oxide . 445-447 

“ sulphate in battery .447 

** wire, meaning of .£07 

Leak of compression, causes (see compression) . 628-655 

Leak-proof rings .655 

Leaks, air and gasoline.162 

“ cylinder. 193-713 

gasoline .162-193-712 

** oil from bolt holes.584 

“ stopping with sal-ammoniac . 713 

Leaky carburetor needle valve.585 

“ inner tube, testing of.568-567 

“ piston rings .201 to 203-655-656 

“ piston test .656 

radiator .191-715-789 

“ top, how to repair.847 

Lean mixture .169-170-579 

Learning to operate an automobile.485 

Leather for clutch, treatment of.660-661-664 

Leather tread tires.551-559 

Leece-Neville electric system.373 

Lengths of spark plugs.237-238 

Lens, non-glare .430-435 

Lens for lamps, standard sizes .471 

Level of float.147 

Lever movements and gear changing.493-490-488-486-51 

Lever, spark throttle, and gear shift.485 

Liability insurance .521 

Liberty Engine .933 

License .522-523 

Lifting bodies .743 

“ engine from frame.605 

“ power of magnets .584-303-806 

“ transmission from car .742 

Lift of valve.95-110 

Lift the dot curtain fastener.849 

Light for working around car.604 

Lighting a car .431 

Lighting a garage .599-600 

" battery .441 

“ car, battery alone .431 


Lighting car, battery and dynamo .431 

circuits .429 

circuit, testing of .403-399-418 

circuits, examples of .426-429-431 

circuits, examples of.426-429-430-431 

“ (electric) methods .431 

“ (gas) methods . 436-437 

(gas) by electric spark (gas, gasoline) .436-586 

oil lamps .438 

“ plant (Delco) .8>24 

“ switch .348-426-427-42.8 

switch, diagram of.427 

“ wire .425-427-428 

“ with magneto .432-264-265 

“ troubles, digest of.419 

Lights ..432 to 434-437-467 

“ dim .419-456 

“ dimming of .430-437-588-795 

how many required .17-431 

regulation of in cities.501 

Limousine, definition and derivation.15-580 

Lines of force about poles of magnet.267 

Litre, what equal to.541 

L-head cylinders . 81 

L-head cylinder vs. “T” and “I” head.532 

Lincoln Highway, map of.520 

Lined bearings . 640 

Liners .74-640 

Liners for Cylinders . 71 

Lining for brakes .688-691-689-690-615 

up pistons and connecting rods. .646-649-659-733 

up wheels . 68$ 

Line shafts, for shop.618 

Lines of force (electric).221-267-266-737 

Liquid rubber paint .509 

Liquid type speedometer .513 

Litharge for battery plates.445-447 

Live axles, disadvantages of.31-50-21-13-673-679 

Loading up of engine.169-578-589-175-586 

Locating knocks .635-637-638-739 

Location of spark plugs.235-237 

“ transmission . 47 

“ “ valves . 91 

Locking a car .584-589-730 

differential (M. & S. and F. W. D.) . . 749-748 

Lock washers .607-710 

Locomobile chassis . 44 

dashboard .498-500 

“ firing order .362-542 

gear shift . 500 

four speed gear ratio (foot note) . . .51-583 

ignition timing .362 

spark and throttle control.500 

specifications of .545 

“ steering column .497 

valve timing .108 

wiring diagram .362 

Long body spark plug.238 

“ stroke, meaning of. 83 

“ stroke, vs. short stroke engines.531 

Loop connections, how to make.741 

Loose spokes, cause, remedy .762-810 

Looseness in chain, how detected (see chains) 729 

Loping of engine.169 

Loss of power.626 

Low gear, speed ratio.12-583-22 

grade gasoline vs. high grade.158-161-585-155 

tension coil .214-215 

“ advantages and disadvantages.255 

“ “ and battery system .262 

“ " ignition .206-215-217 

“ ignition “make and break”.. .214- to 217 

** “ system .213-260 

“ “ timing .316 

magneto and high tension coil.259-260 

“ “ and make and break system 

of ignition .260 

“ “ construction .257 

“ “ inductor type (K.W.&Remy) .264 

“ “ relation to high tension.265 

“ “ with coil and battery to 

start on .261 

“ “ wires .240 

Low to high gear.51-486-488 

Lubricating a speed car.760-761 

car .203-595 

differential . 205-669-622 

“ electric horn .514 

“ engine .201-595 

“ oil, relation to carbon.202-653-623 

“ oil tanks .601-603 

“ springs .622-749 

“ with graphite .205 

Lubrication “ball and spring” adjustment... 198-200-859 

“ cause of «moke.202-203-653-623 

“ circulating system .200 

*' cold test .201 

“ force system .199-859 

“ full force system.199 

“ general for all parts of car.203-204 





























































































































































































884 


GENERAL INDEX. 


Lubrication gravity .196 

mechanical pump .196 

of a new car.491 

" “ Cadillac .129 

" Delco electric system.397 

“ disk clutch .203 

“ engine (also see oil and oiling).201 

*• “ Hudson .198-204-694 

“ King car .198-200 

“ parts on a modern car.204 

“ “ rear axle .204-205 

“ starting motor .,...331 

“ “ Studebaker .204 

" “ transmission .203-204-669 

“ truck engine .834 

piston pumping oil .202-653 

pointers .203-204 

pressure .199 

troubles .201 

truck springs and axle.749-762 

using exhaust for pressure....195 

“ systems explained .196-199 

Lubricator stops working......581-741 

Lug for battery .439 

Lags for tires.549 

Lynite pistons .588-651-75-645 

M 

McFarlan rear axle adj. and specifications.673-545 

M. & S. differential.749 

Machine bolt .701 

Machine shop equipment.616-617-618 

Machinist’s hand tap ...704 

Machinist’s vise .615 

Mag-dynamo, motorcycle .811 

Magnetic field, explanation of.221-266-267 

gasoline tank gauge .514 

gear shift .482 

“ latch .483 

transmission .480-481 

type speedometer .513 

“ type switch .329 

valve lifter .710 

“ vibrator .220-225 

Magnetism, explanation of.221-267 

Magnetism, residual . 737 

Magneto, action or principle of.266 

“ advance and retard of spark.305-267-277 

“ airplane use . 918-922-293-927 

** a mechanical generator .256 

“ and battery and coil ignition timing.312 to 318 

“ average advance of.309 

armatures .256-258-274-304 

“ “ high tension.271-268-288-290-304 

" “ relation to distributor.. .294-295-301 

“ “ relation to interrupter.309 

“ “ speed .294 

“ “ testing of .302-304 

“ “ winding connection of.2515 

“ Berling .312-926-927-304 

“ Bosch .268-280-283-284-288 

“ “ DU4 .268 

** “ double system .276-277 

" “ setting of . 310 

“ two spark and two point.283-284-277 

** cam and interrupter relation.313 

“ cam relative speed.259-267-261 

“ care of .297-301 

“ circuit breaker . 272-304 

“ clockwise and anti-clockwise.306-296-313 

“ coil damaged .300-304 

" collector ring .269-332-256 

connections for firing order.296 

construction (low tension).257 

** coupling .302 

“ disassembly .304 

“ distributor and interrupter explained.259 

" “ connections .295 

“ distributor speed, relations of .306 

“ “Dixie” (see also Insert No. 3).290-293 

“ Dixie motorcycle timing.292 

“ driving end of.313 

** drive methods .294-295 

eight cylinder .293 

“ “Eisemann” .285-288-289 

fitting to engine.302 

fixed spark .307 

** fixed speed .295 

“ (Ford type) .265-805 

“ for lighting .432-264-265 

** for tractor .832-277-255 

four or six cylinder engines.306 

“ gears, removing .302 

condenser (electric) .......269-273-228-229-245 

how connected to engine. 301 

** high tension .269 

how to stop generating current 259-275-276-299 

“ how used alone .287 

ignition, advantage and disadvantage.255 


Magneto ignition, meaning of term.341-376-244 

“ interrupter adjustments .297-298-304 

“ interrupter gap .297-298-301-315-304-543 

“ interrupter (Remy) .298 

“ (K. W.) 265-288-296-832-928 

“ laminated armature, core of.258 

“ lines of force.267 

“ low tension and high tension coil. .259-287-258 

“ “ “ coil and battery to start on, 

261-256-267-214 

“ “ “ “inductor” type .265-313 

*« *« “ _ /.214 

“ magnets disassembled .303-304 

“ “ finding N. or S. pole.303 

“ “ how to test.303-304-864J-806 

“ “ re-magnetizing of..300 to 304-807-819 

“ manufacturers, addresses of.-.288 

“ maximum position .267 

“ (Mea) .288 

“ motorcycle (Insert No. 3).811 

oiling of .‘.299 

“ or dynamo voltage, what depends upon..212 

parts, speed relation of.295-308-306 

peep hole .297 

“ pivoting type .288-289 

points pitted .298-304-234 

principle of .256-257 

“ ratio of gearing.294 

“ (Remy) .264-288 

“ repairing .288 to 304 

safety spark gap .273-275-299-291-302 

“ separating distributor cables.297 

“ setting armature .310-311-267-309-313 

“ “ by degrees .311 

“ “ use of coupling.302 

“ “ Splitdorf, Remy, Eisemann.313 

“ silent chain drive.294 

“ simple form of.267 

Simms .312 

single, dual and double systems.276 

“ “spark gap,” meaning of.. .291-273-275-299-302 

spark plug gap. .235-298-299-273-275-301-304-543 

“ spark control .305 

speed .295-294 

speed relations of parts.306 

“ (Splitdorf) .288-313-926 

Splitdorf-Dixie .290-293-922 

Splitdorf-Dixie, setting of .292 

“ switch .275-259 

synchronizing the points and distributor... 301 

telephone type for electric tests.737 

“ testing of .302-303-304 

testing magnets .301-303-864J 

“ timing .310 to 313-315 to 318-267-543 

“ checking of .316 

“ inductor type .264 

“ (Locomobile) .362 

troubles .299-300-301 

two spark ignition (Bosch) .283 

twelve cylinder ..,.293 

type interrupter on coil system .244 

will light lamps .265 

“ vibrating duplex system .283 

what geared to and mounting.294-032 

“ winding .268-271-302-240 

winding, testing of .301-304 

wiring of ..'.297 

with automatic advance .287-289 

“ wire, size to use .240 

Magnets of magneto.256-258-272-300-303-819 

and “field of force” .266-267 

and pole pieces .271 

electro field .256-257 

for producing the magnetic field_323-325-328, 

how prevented losing magnetism ......300-303 

how to find polarity.303-805 

lifting power .584-303-806-301 

of magneto, how to test.303-304-846J 

made of steel . 303 

of magneto, how to remagnetize.. .303-819-864J 

permanent field .256 

principle of .400-267 

Main air supply of carburetor . 147 

Main bearings of crankshaft .•.641 

Make and break ignition explained .260 

“ “ 44 44 timing .315 

44 44 44 on multiple cylinder 

engine.260 

" 44 44 system .214 to 217 

44 of engine used on leading cars.544 to 546 

Making wire connections .240-241 

Malleable cast iron . 721 

Manifold construction .83-164 

Manual control of spark.246-249-377-i’5’7-i59-164 

Manifold, “hot pin” .16Q 

Manufacturers, addresses of.(see index, Address) 

Map of Lincoln Highway . 520 

Marine engines . 755 

Marking fly-wheel .105-107-93 






















































































































































































GENERAL INDEX. 


885 


Marking piston rings .659 

Marks on fly-wheel, for timing.104-102-105 to 107 

Marmon gear shift .499 

rear axle . 32 

spark and trottle control.496-499 

specifications .545 

“34,” valve timing of . 113 

valves, overhead . 90 

•“ valve timing .113 

wiring diagram .361 

Marvel carburetor .179 

Marvel valve grinder .592 

Master carburetor .180-168 

or hunting-link of silent chain.728 

vibrator coil .230-232 


“ advantages and disadvantages. .255 
“ connections .264 


“ Delco relay system similar.374 

Match, substitute for .586 

Maximum gravity .439 

Maximum position of magneto armature.267 

Maxwell, adjustment of transmission.670 

disconnecting battery .423 

firing order .367-542 

ignition .367 

piston ring size .607 

racer valve timing .108 

rear axle adjustments .675-676 

spark and throttle control .496 

specifications .545 

steering device .693 

valve grinding .633 

valve tappet adjustment .738 

Maxwell wiring diagrams .365-366 

Maybach carburetor principle .144 

Mayer carburetor.180 

Mazda lamps .432 

Mea magneto.288-289 

Meaning of degrees .93-541 

“ “ “GRND” .213 

“ “1NT” .(see dictionary) 

“ inches, seconds, feet, minutes.541 

resistance .209 

“ valve timing marks on fly-wheels.104 

“ 'valve lap, lag, and lead.101 

Measuring current, method of.416-410-398-399-414-415 

Measuring instruments, use of .414-697 

Measurements of rims for tires .554 

Mechanicaj generator of electricity ..210 to 212 

" regulation methods .337 

governor control of electric system... .347-351 

“ lag .243 

“ vibrator.220-223-225 

Mechanically operated needle valve .174 

Mechanically operated valves . 91 

Melting points of metals .539 

M. E. P. (mean effective pressure), meaning of..536-863 


Mercedes radiator.190 

Mercury arc rectifier.463-465 

“ cooled exhaust valve .824 

regulator (Delco) .380-347 

Meshing gears .Ill to 113-109-89-386 

Meshing sprockets (silent chain).113 

Metal polish.508 

** melting point of .539 

“ saw, how to use.713-710-739-617 

Meter (see am., voltmeter). .414-377-398-410-415-424-864K 

Metering pin and dash pot .151-149-586 

Metres to yards .539 

Metre, designation or symbol of.541 

Metric scale rule .540 

“ spark plug .238 

“ sizes of tires to inches .554 

“ tables. .541 

Meshing timing gears on “T” head engines.106 

Mica, cutting down on commutator.404-409-743 

Mica for spark plugs .238 

Mica peep-hole, on distributor .297-310 

Michigan low tension magneto, coil and battery.262 

Micrometer caliper, purpose, how to read.698-699 

“ “ for inside measurements.. 649- 

698-699 

“ “ for outside measurements.. 649- 

698-699 

“ “ vernier scale .699 

Miles and kilometres ...'.540 

Miles of roads, different states.584 

Millimetres, dimension of .539-540-312 

“ to decimals .540-541 

“ to inches .540-539-541-554 

Milli-volt reading explanation . 414 ’ioo 

Miniature base for electric lamp . " i oi 

Minus sign (—), meaning of . 

Minutes, designation of .°4l-y3 

Minutes, seconds and degrees . J rii 

Mirror for attachment to dash .514 

Miscellaneous devices for Fords .824 

" shop devices . 


Miscellaneous tables .539 

Misfiring, causes of—see digest of troubles and 

missing.576-735-302 

Missing at high and low speeds.299-302 

of explosions .170-233-298-300-241-236- 

237-808-804-806-735-302 


of explosions, testing of (see index testing). .249 


testing which cylinder .237-236 

on two cylinder opposed engine.587 

with spark retarded or advanced.298 

Mitchell adjustment of transmission. 671 

clutch .662 

ignition timing .253 

spark and throttle control .496-498 

“ specifications . 545 

“ valve timing of .106 

Mitre cut, piston rings.655-609 

Mixing electrolyte .448 

tube and mixing chamber .143-147 

valve for two-cycle engine .756-141 

Mixture, at high and low speeds .168-579-298 

how to determine and test .168-169-585 

not correct .142-578-579-169-170 

of carburetion, heating of .159-157 

proper .61-169 

rich and lean .169-170-579 

which heats engine . 5 S 6 

Modern battery and coil ignition system_242-287-245 

Money making additions for shop.610-601-617 

Monarch governor.842 

Mono-block cylinders (see dictionary) .659 

Monosoupape .910 

Monroe, specifications of . 545 

Moon spark and throttle control.496 

Moon specifications . 545 

Morse chains and vibration dampener .728 

Motometer, (Boyce) .188-511 

Motor and engine, difference . 53 

“ and generator combined .336 

“ boat horns . 515 

boat. Ford engine .825 

“ bob .765 

“ clutch, (Delco) .387 

Motorcycle carburetor .845 

engines (Insert No. 3).755-843 

engine fly wheels . 74 

electric system .843-811 

magneto timing .292 

transmission.845 

Motor multi-polar . 328 

Motor (electric) parts of.328-32-3-325 

Motor-generator “double decker” .352 

for battery charging .462-864K 

principle (Delco) .379-380-387-386 

system, parts of . 347 

how converted into a generator .352-347 

principle of .400 

” tests.407-416-424-410 

type electric horn .514-515 

wheel . , . 755 

“ winding, (Delco) .381 

“Motoring” generator (’Delco) .399-386 

Mud chains for tires .560 

“ guards bent, how to straighten .745-731 

“ how to pull car out of.734-517 

Muffler and exhaust pipe .83-12 

cut-outs.84-608-732 

“ over-heats.580 

“ racing car effect ..761 

“ why necessary . 84 

Multiple disk clutch .41-40-663-666-667-779 

disk clutch adjustments.663 

jet carburetor .148-179-180 

switch connection .427 

Multi-polar motor .328 

Mushroom valve lifter . 94 


N 

N. A. C. C.—meaning of .534 

Nash, hot air carburetion .159 

Nash truck .748 

N and S poles of magnets, how distinguished.303-300 

National spark and throttle control.496 

National specifications .545 

Neats-foot oil, for clutch .660-662 

Needle valve, automatically operated .172-151 

Needle valve for carburetor .143-166 

Negative and positive pole connections.229-445 

“ “ how determined.212-452- 

453-356 

“ “ “ terminals .209-445-356 

plates.445 

“ plates give less trouble than positive .469 

Neutral position of gear .38-48-46-51-486 

Neutral point of third brush.8640 

New engine “running in” >.203-489 

Nickel and brass polish ..508 

Nickel steel .721 

Nitrogen gas filled lamp .432 

























































































































































































886 


GENERAL INDEX. 


Noise about car, to stop.717 

in drive Rears, how to eliminate.673-674-932 

" in engine, see knocks .639 

“ in rear axle, how to detect .739-932 

in rear axle, how to eliminate .672 to 678-932-583 

" of exhaust, cause of. 84 

“ in transmission .580 

Noisy valves .96-634 

Non-automatic spark (Delco electric system).394 

“ -circulating lubrication system .196 

“ -freezing solution for gas generators .193-488 

“ -freezing solution for radiator .193 

“ -glare lens .430-433 

“ -skid chains .550-559-560 

44 -skid tires .550 

44 -stallable engine.352 

Non-Vibrator coil .235-245 

North-East electric system on Dodge. .369-370-733 

North-East generator chain, adjusting of... .411-369-733 

Nozzle sizes, carburetion .178 

Number illuminator lamp .431 

Numbers on batteries, meaning of.443 

Nuts (tight and stripped thread) remedies for.709 

Nuts, assorted .'.607 

44 bolts and screws.701 

44 on cylinder heads, to tighten.717 

44 to prevent coming loose.710 


0 

Oakland carburetor .179 

Oakland ignition timing .390 

spark and throttle control.496-498 

specifications of .546 

unit power plant. 44 

Odometer .. 511-512-513 

Office of a garage, plan of.596-599 

Office work, pointers on.599 

“Off,” “on,” indicator readings, meaning of... .417-410 

Off-set cylinders .81-82-532 

Ohm, meaning of.207 

Ohms resistance, when charging batteries.464-463 

Oil circulation stopped, cause of.200-733-709 

44 cooling method .915-201 

44 cups, sizes of.608 

44 depth of, in crank case.196 

44 drips .203-669-581 

“ emptying from barrel.603-739 

44 filter .602-603 

44 for drilling .707 

4 ‘ for timer .247-589 

“ for truck rear axles .762-751 

44 gauge .199-200 

44 grooves in bearings.640-644-203 

44 grooves in pistons.652-653-202 

44 gun.592 

44 indicator .200 

44 kind to use.200-201 

44 kind to use for thread cutting.705 

44 lamps converted into electric.430 

44 leakage from axles.678 

44 4 4 44 bolt holes .584 

44 44 44 engine .203-669-581 

44 44 44 valve guides .738 

44 level in gearset and engine (Dodge).670-733 

44 lighting .438 

44 not enough, cause and remedy.202 

44 of vitriol .439 

44 on clutch leather.580 

44 pressure gauge does not work.199-581-733 

44 • 44 regulation .199-200-694 

various cars .542 

44 pump, adjustment of .199-694 

and oil pressure gauge.199-810 

fitting to racer.760-761 

44 44 priming of .200 

pipes, cleaning of.200 

44 44 relief valve .859 

44 ring, meaning of.655 

44 regulation, spring and ball and eccentric.200-694-741 

44 relation to spark plugs.233 

44 settling tank .603 

44 soaked spark plugs.202 

44 storage system .736 

44 storage tanks .602-603 

44 testing of .201 

44 too much, cause and remedy.202 

44 truck for garage. 739 

44 using over again.201 

44 waste, due to piston rings.653 

Oiling and greasing a car.622-203-204 

44 and greasing Hudson and Studebaker, 

examples of .204 

and greasing, price charged. 595 

of magneto .299 

Oiling system of King, Hudson .198-200-694 

system ; splash, semi-splash.197 

Old cars, re-designing and speeding up.760 to 762 

Old gasoline .163 

Oldham coupling for magneto shaft.302 


Oldsmobile dashboard.498 

spark and throttle control.496 

specifications of .545 

44 wiring diagrams .393-394 

Old tires, price of.588 

One-piece clincher rim.551 

One-piece spark plug .238 

One way streets, meaning of.503 

Open and closed circuit principle of ignition.243 

44 circuits .415-418 

44 circuit, ignition system.242 

44 4 4 coil test .402 

44 44 tests .416-418 

44 end wrenches .611 


44 cure, meaning of.564 

Opening and closing of exhaust and inlet valves. 96 

Opening a headlamp .437 

Operating a car.485-492 

44 44 truck .747 

44 44 tractor.831-829-753 

Operation of Packard.850 

Operation of transmission . 50 

Opposed type engine. 70 

Order of firing of cylinder's.118 

Ordinances of St. Louis.501 

Orphan cars, or those no longer manufactured.547 

Overflow pipe of radiator .190-775-789 

Overhauling a car .594-620 

44 44 prices usually charged .595 

44 44 44 test first .527 

brakes .688-689 

and adjusting clutches .661 to 668 

gearsets or transmissions.669 to 671 


Overhead valves, advantage of.85-91-94-636-532-627 


valve clearance . 94 - 109-6316 

44 44 engine .136-636 

44 44 grinding .630-636-90 

Overheating .189-201-579-788 

due to spark control.319 

of battery .457 

of exhaust pipe and muffler.580 

Overland, adjustment of transmission.670 

c ar bu retor ..•.183 

clutch adjustment . 666 

clutch spring compressor.647 

dash control units.497 

disconnecting battery .423 

electric starter and generator.358-324 

engine, fitting main and connecting rod 

bearings .647 to 649 

firing order .359-542 

gear changes .49-490 

piston lapping tool.649 

piston ring sizes .648 

removing piston . 646 

socket wrenches .592 

spark and throttle control.....496 

specifications of .545 

sprocket chain tightener. 648 

steering device .’.693 

wiring diagram .358 

“ 4 .677 

“ 90 electric system. 359 

Overloading of carburetor.175-586 

Over-oiling, prevention of.202-652 

Over-running clutch .341-38G-39S-351-690 

Overshoes for tires. 559 

Oversize bolts .609 

Oversize inner tubes .569 

pistons, rings and valves ..609-792-791-630- 

645-654 

pistons, where to obtain.609 

screw holes .705-709 

stud, how to fit. 709 

rims .556-544 

“ tires .553-554 

valves .630-609-791 

“ valve tappets .609-791 

Overslung and underslung, meaning of. 11 

Outer shoes for tires.568 

Outfit for welding. 727 


Outfit of tools for the auto mechanician_592-594-795 


Outfits for camping..'....516 

Out of gasoline, what to do.585 

Owen magnetic, specifications of. 545 

Owen magnetic, transmission.480-481 

Owners license . 522 

Oxide of lead.445-447 

Oxy-acetylene cutting . 724 

Oxy-acetylene welding . 718 to 727 

Oxygen decarbonizer .624-625-626 

Oxy-hydrogen for welding. 725 


P 

Packard adjustments .850 

battery and generator disconnecting of....423 

44 carburetion .855 

dash board and control units.498 

electric system .857 

engine.851-853 


























































































































































































GENERAL INDEX. 


887 


Packard firing order .135-542 

former method of ignition.263 

fuelizer .855 

“ gasoline system .854 

gear shift .498 

ignition .856-850 

ignition timing .850 

radiator test .789 

spark and throttle control.496 

specifications of .546-825 

supplement .850 

vibration dampener .850 

water type governor (old model).154 

Packing for carburetor flange.159-164 

Packing of water pump.191 

Paige dashboard .498 

spark and throttle control.496 

Paint on aluminum, how to remove.401 

Painting battery box .473 

car .509 

cylinders, engine and manifolds.509-588 

fenders after repairing.745-731 

garage walls .736 

“ radiator .194-509-736-584-789 

tires .509 

Pan cakes, how to make when touring.519 

Pantasote, meaning of.582 

Paper gaskets .717 

Parabolic reflectors for headlights.431-433 

Parallel connections .208-466 

Parking rules .503 

Parts, for cars no longer manufactured.547 

for radiator repair work.789 

“ of a battery and coil systsem of ignition.245 

“ a battery (modern).446 

“ a carburetor .145 

“ an electric generator .335 

“ an electric starting motor.325 

“ “ a spark plug .218-238 

“ clutches (see clutches) .37-38-40-662 

“ “ engine. 72 

“ steam engine ......765 

to lubricate on a modern car.204 

Peak of waves of electric current.256-265-266 

Pedal, and adjustments for clutch.665-662 

Pedal systems .485 

Pedestrians, rules governing street crossings.501 

Peening piston rings .655-657 

Peep-hole on distributor of Bosch magneto.310 

Peerless, specifications of.546 

Per cent grade, how to find.539-588 

Periodical attention to a car.510 

Periods of valve opening and closing.100 

Permanent and electro fields (see electric).......335-332 

Permanent field magnets (see magnets).. 257-212-323-325 

Peroxide of lead .445-447 

Picric acid in gasoline for racing.809 

Pierce-Arrow dashboard .498-500 

“ “ “dual” valve engine.,.927 

electric system . 349-277 

ignition timing ...,.496 

four speed gear ratio .51-583 

“ “ gear shift .490 

“ spark and throttle control.500-496 

specifications .546 

Pierce governor .840 

Pig-tail connection on brushes.404 

Pillar lamp .433 

Pilot light for welding.626 

Pilot light for steam car.764-765 

Pinch bar ..738 

Pinion adjustment .673-674 

Pinion-sector type steering gear.693-691 

Pinned piston ring.653-655 

Pipe capacity .539 

“ dies, for small pipe work.608 

“ dimensions and fittings.608 

“ taps .704-608 

“ threads .702-704-703 

Piston .74 to 76-202-645-609-652-659 

aluminum .75-645-651-792-609-813-588 

“ and connecting rod, lining up of. .659-646-649-733 

“ and piston ring questions answered... 651-654 

“ cause of excess of oil.653-202 

" cast iron and aluminum.645 

“ clearance ..651-649-792-791-588-75-645-609- 

654-653 

“ “ condition governing same .651 

“ “ greater at top..651 

“ “ too slack .653-637 

“ displacement .538 

“ fit too close to cylinder wall.651 

“ finding position of.320 

“ for high speed work.75-792-813 

“ Ford, standard and oversize .609-792 

“ how machined .651-654 

“ lapping .649-650 

** leaky, how to tell.656 

** lining up of.646-649-659-733 

“ loose and test for .638-651-637 


Piston 

»« 

4 4 

44 

4 l 
t « 

44 
44 
44 
i 4 
44 
44 
44 
i 4 
4 4 
4 4 
4 4 
44 
4 < 

44 
4 4 
4 4 
44 
44 
44 
44 
4 ( 

44 
44 
44 
44 
44 
44 
4 4 
44 
44 
44 
44 
44 


“Lynite” or aluminum alloy ....75-645-651-588 


oil grooves in .202-653 

oil pump for Ford.810 

or wrist pin.74-643 


out of round, usually where rings travel... 609 


oversize . 

pin bushing .... 
pin or wrist pin 
pin, removal of. 
pumping oil . . 


. .609-792-653-645 

.645 

73 to 75-85-644-645 

.650 

. .202-653-652-655 


relation to smoke and excess of oil.652 

replacing into cylinder.659 

replacing V-type .741 


rings .75-654-655-651-791-792-607 


ring clearance at gap.... 649-655-791-654-609 
“ cause of loss of compression. .628-655-609 


compression type .655 

cut or scratched .656 


concentric and eccentric ....655-651-654 

“ filing .658 

groove depth .654 

“ hammered type .655 

“ lapping of .657-649-650 

“ lapping to fit groove.658 

“ leak, test of . 656 

“ leaks, cause and effect.655 

“ life of .655-791 

“ mitre and step-cut.655-609 

“ removal of .657 

“ and excess oil relation.653-200 

“ fit bottom one first.658 

“ fit best one at top.659 

“ for fitting ends .657-735 

“ for old cars .607-648-664 

“ fitting to cylinder.657 

“ fitting to piston.658-659 

“ if dull and dirty.655 

“ if in good condition smooth and shiny..655 

“ leak .201 


“ leak, result, oil soaked spark plugs. .202-203 


“ “ lost tension . 656 

“ “ marking of . 657-659 

“ “ oil type _ W. . ..655 

“ oversize .609-791-654 

“ patented type .655 

“ “ pinned .653 

“ peening of .657-655 

“ “ clearance of gap .651-649-791-654* 

“ “ patented type, how to fit.655 

“ “ size on old and leading cars . ..607-544 

“ sticks in groove.628-656 

“ to loosen with kerosene.656 

“ “ too tight, cause; lack of lubrication.658 

“ troubles and remedies.656 

“ “ why 2 used fo racing.587 

“ “ sizes.607-648-664 

“ seized.639 

“ seasoning of .651 

“ slap . 637 

“ speed .534 

“ strokes of .57-116 

“ testing for roundness .609-649 

“ travel in inches and degrees.314 

“ when necessary to replace.645 

Pit, for working under car.603-604-739 

Pitch gauge .700 


of screw threads and how to measure ..698- 


700-702 

Pitot carburetor principle.800-177-149 

Pitted platinum points on magneto.298-304-234 

Pitted valves .92-630 

Pitting of vibrator points.234-235-229-808 

Pittsfield ignition timer.252 

Pivoting type magneto.288-289 

Plain bearings for engine.72-640 to 644-203 

Plain tube carburetor (Pitot).149-176-177-800 

Planetary gears (see Ford Supplement).46-775 

Planetary type steering gear .693-691-773 

Plante type battery plate.440-445 

Plate type clutch.41 to 43-50-663-668 

Plates, battery .445-440 to 442-444 

Plates of batteries, straightening.468 

Platinum .234-259-248-304 

Platinum points, dressing of.234-809-304 

Pliers, combination type.614 

Plug (drain) where situated.201 

Plug (fire) parking near.503 

Plugs, spark (see spark plugs).219-23S 

Plunger or tappet, valve type.92-94-649 

Plunger type oil pump.199 

Plus lap, meaning of.101 

Plus sign ( + ), meaning of.213-445 

Pneumatic tires .549-565 

Pneumatic tires for trucks.555-560 

Pocketed valve .712-631 

Pointers for auto salesman.529 to 533 

“ for repairman .593-594 

“ on changing gears and driving... 488-493-505 

“ " general lubrication .203-204 

“ “ inner tube repairs .569 

“ “ office work .599 































































































































































































888 


GENERAL INDEX. 


Pointers oh selecting a pleasure, commercial cur 


and second hand car.527-528 

** “ tire repairs .571 

“ vulcanizing inner tubes.573-572-574 

" M welding.726 

Points, (spark plug).238-234-304 

Points, (vibrator) sticking.235-808 

Polarity, how to find.452-439-737 

meaning of .439-452 

of battery, how determined.452-212 

or pole changing switch.248 

of rectifier, how to tell.737 

Pole finding, with rectifiers not necessary.463 

" pieces and magnets.271 

of magneto .258-267-452 

starter motor .323-325-328 

Poles of a storage battery, how determined.212 

Polish for bodies.,..507-508 

“ “ glass .608 

M nickel and brass.508 

Poppet type valve. 91 

Poppet valves, why so called.588 

Popping or back firing in carbui-etor.170-169 

Porcelain for spark plugs.218-238 

Portable, blacksmith’s forge .615 

“ lamp for working around car.604 

" work bench .605-592 

Port opening of valve on engine. 83 

Position of piston, how to find.105-114-320 

Position of spark plug on engine.219 

Positive and negative pole connections.229 

** ** “ “ using volt meter to find.453 

“ “ “ terminals .209-356 


grounding of... .213-421 
how determined. 212-4 52 


plates .445 

** “ buckle oftener than negative.469 

Positive terminal, symbol of . ..356 

Potash solution for cleaning metal parts.401 

Potatoes, how to cook, when touring.519 

Potential or voltage regulation.345-349 

Power air pumps .562 to 564 

“ cause of loss..626 

“ hack saws .617 

“ impulses, six cylinder.123 

“ impulses, twelve cylinder ..135 

“ meaning of .535 

“ of engine, how increased.809-585-586-627 

“ plant, purpose of parts..10-11 

“ stroke .57-116 

“ strokes, overlap of 12 cylinder engine.134 

“ to run machinery.617 


Precautions, cold weather.193-451-585-586-489-804 

Powrlok differential .749 

Pre-heating and re-heating .719-721 

Pre-heating furnace .720-726 

Pre-ignition .639-233-625 

Premier gear shift .482 

Preparing car for service.487 

Pressure gauge for oil.199-200-694 

in cylinders .535-627-275 

" of air in tires.553-554 

gasoline system .854 

“ of oil, regulation of.199-200-694-741 

of oil, leading cars...542 

Prest-©-Lite gas tank .'.436-438 

gas starter .322 

tank, if can use to remove carbon.626 

Prest-O-Vacuum brake .479 

Prevention of over-oiling . 202 

Prices and sizes of hack saws, and other shop- 

equipment .617 

“ and sizes of lathes.617 

“ for storage and repairs in garage.599 

“ of shop machinery .618 

“ to charge for battery work.473 

“ to charge for welding .723 


usually charged for miscellaneous repair 


work .595-794 

“ usually charged for tire repair work.574 

** usually charged for welding and cutting. .723-725 

Primary armature winding.274-257 

cable .240 

coil winding .215-221-245 

“ switch, testing . 253 

Primer (electric) for carburetor.157 

Primer for gasoline.156-821-801-823 

Priming, air intake.855 

Priming .153-156-321-322-801-823 

" cups .65-801-823-609 

“ engine .153-156-589-801-823 

oil pump .200 

rod for carburetor .160 

starter for engine.322 

with high gravity gasoline.156 

Principle of carburetor.142 

“ Diesel engine .587 

" electric motor .400 


Principle of generator .332-333-335 

“ high tension coil.221 

“ “ magneto .256-257-266 

“ “ oxy-acetylene blow pipe.724 

*' “ ignition .206 

” tractor drive .752 

“ two-cycle engines .756 

“ volt-ammeter .398 

Process of elimination in trouble hunting.577-737 

Progressive type transmission. 46 

Pronunciation of auto words.582 

Prony horse-power brake test.536 

Propeller or shaft drive. 19 

Propeller type fan.192 

Property damage insurance.521 

Proportion of air and gasoline.586-142 

Protractor, what used for.541-107 

Prussian blue test for valves and bearings.630-643 

Publications, auto .529 

Puller for gears .743 

“ “ generator gear .738 

“ “ steering post .736 

“ “ wheels .606-738-742 

Pulling car out of mud.734-517 

Pullman spark and throttle control.496 

Pull-U-Out .518-734 

Pulleys, how to find proper size.563-617 

Pump for air.....562-553-564 

“ “ gasoline .602 

“ “ oil .199-200-810 

hand for lubrication.197-814-816 

“ leaks .193-191 

“ mechanical for lubrication.195 

“ packing of . 191 

Pumping oil by piston..202-653 

Puncture proof tire .559 

Purpose of spark plug.219-238 


Q 

Quick detachable clincher reversible rim.551-552 

Quick detachable demountable rim._550 to 552-555-557 

Quiet cams . 99 

Questions and answers.581 

answered on pistons and rings.651 

“ “ “ reboring cylinders .654 

. “ “ ** steam cars .763-765 

“ sometimes asked by examining board.524 

R 

Race, first official road race.581 

Racing car lubrication.760-761 

“ driver’s earnings .582 

“ engines, valve timing of.108 

“ records .540-582 

Race type cars, to convert.760 to 76« 

Radial bearings . 36 

Radiators .187 

Radiator cellular type .187-190-715 

Radiator cement .715 

Radiator core, meaning of .715-789 

Radiator, cleaning of .191-715-789-584 

cold solder for.789 

“ cover .188 

“ early type.187 

extension tank .190 

“ frozen, how to tell •.193-579-788 

height of water in.185 

“ hose .608 

honey-comb type .187-190 

'* how to keep oil off hose.622 

“ leak preventative .789 

“ leaky .191 

“ marking leaks .716-191 

‘ ‘ overflow pipe .190 

“ painting of .194-509-736-584-789 

repairing of .194-714-789-715 

“ shutter device .188 

“ soldering.715-711-614-586-789-714 

“ syphon tank .190 

temperature regulators .187 

“ testing for leaks .194-789-715 

“ tools .714-789 

torch for repair work .726-714-715 

tubular type .187-190-715 

why should be kept full.590-185 

Radius rods .18-20-21 

Railway (overhead) for repair shop.740 

Rain and snow, how to prevent on wind shield.508-849-793 

“ spots, how to remove.507-508 

“ vision, wind shields.739-849-823 

Raising a car to work under it.604 

Range of spark advance.249-312-319 

Rates for charging battery.461-467 

Ratio of car and engine speed. .12-22-294-537-583-775-781 

“ “ drive, leading cars.22-543 to 546 

“ “ gearing (Ford) .780-781-815 

leading cars .583 

magneto .294 

Timken rear axle.674 































































































































































































GENERAL INDEX. 


889 


H it 


4 4 4 4 


44 44 


44 44 


44 44 


44 44 


44 44 


44 44 


44 44 


44 44 


44 44 


44 44 


44 44 


44 44 


44 44 


44 44 


Ratio of transmission gears .669-583 

Rays of light, meaning of.433 

Rayfield carburetor .151-175 

Rayfield carburetor float level.167 

Readings of an ammeter.414-417 

Reamers .706-615 

Reaming a hole .708 

“ cylinder .615-653-654-792-791 

ill effects of .712-654-651 

valve stem guide.632-630-634-791 

Rear axle and adjustsment.31-50-669-672 to 679-932 

and differential adjustment, Timken, 

t 673-674-678 

Rear axle adjustment of Cadillac.674 

“ “ Chalmers .•..674-678 

“ “ Daniels .673 

“ “ Dodge _•.932 

“ “ Dorris .673 

“ " HAL .673 

“ “ Hudson .674 

“ “ Jordon .674 

** 44 Maxwell .575-676 

“ “ McFarlan .673 

“ 44 Reo .679 

“ ** Saxon .678 

44 44 Westcott .674 

assembly, Chevrolet .671 

distinction of (S. A. E.).669 

driving gears .35-50 

full floating .33-669-673-677-932 

gear ratio .674-543-583 

housing, handy wrench for.824 

hums, how to detect.739-932 

internal gear drive .....678 

“ precautions ..682 

“ removing .33-669-932 

" “ semi-floating .33-669-674 

“ .stand .730-7C9-797-824-605 

44 stand for Ford. 744 

“ “ three-quarter floating .33-669-672-673 

“ “ trucks .749 to 751-762 

44 two speed .483 

“ types used on leading cars.669-543-546-673-674 

44 “ with transmission . 47 

“ “ worm drive '.32-35-750-762 

Rear wheel puller .738 

(Cadillac), removal of.679 

“ removal of .669-679-932 

(Studebaker), removal of.679 

how fastened to full floating axle . .679-931 

Reboring cylinders .653-654-792-813-615 

Recipes for body polish, leather dressing, etc... .508-509 

Recharging magneto magnets .303-807-819-864J 

Recharging magnets, method of construction.303 

Rectifier bulb .465 

how to tell polarity of.737 

mercury arc .465 

(Westinghouse) .466 

Reciprocating motion of piston (see dictionary). 55 

Record, dirt track racing.582-540 

for charging batteries.463-465-464-439-864L 

home-made.466 

Red inner tubes, why red.569 

Re-designing old cars.760 to 762 

Reduction gearing, electric starter motor.328 

Refacing and reseating valves.630 to 633-92 

Reflectors, adjusting of.432-435 

44 how to clean.435 

of lamp, polishing and plating of.742 

44 parabolic .431-533 

Refrigeration of carburetor, cause of.158-754-585 

Regal spark and throttle control.496 

Regal specifications .546 

Regrinding cylinders .653-792-654 

Reg. spark plug, meaning of.238 

Regular length spark plug.238 

Regulating charging current, Delco third brush.390 

“ oil pressure .199-200-694 

“ oil pressure leading cars.542 

resistance unit, size to use (Delco).397 

" spark .,436 

Regulation, amperage and voltage.342-343-345-349 

“ bucking-series .345 

constant amperage ..".343-344 

methods of electric generator.343-345-925-337 
“ of output of generator ..366-334-337-342- 

343-345-350 

44 of output of Remy generator.371-372 

44 principle of generator .342 

44 resistance of graphite piles.353 

“ reverse-series .394-345 

“ third brush .343-345-389-405-385- 

393-396-864C 

** variable resistance .381-383-384-392 

Regulator, constant amperage .342 

“ mercury type .347-380 

“ of temperature for carburetor.155-187 

“ (Ward-Leonard) .342 

Re-heating and pre-heating.719 to 721-726 

Relation between time of spark and combustion.307 


Relation of armature and distributor speed, magneto 308 

44 carbon to lubricating oil..623 

“ crank-shaft to cam-shaft speed.308 

44 generator and motor.333 

“ distributor to timer.135-131 

piston and rings to smoke and excess oil.65.3 

“ speed to time of spark.308 

Relative position of pistons of 12 cylinder engine.... 136 
Relative position of pistons to firing impulse 

(Cadillac) .131 

Relay (see also "cut-out”) .409 

Relay ignition system.374-375 

Relining brakes .688 to 690 

Relining clutch .660 

“ tires .567-568 

Relief valve of oil pump.859 

Re-magetizing magneto magnets.301-303-304-300- 

819-864J 

Remedies for battery troubles.422 

Remeshing timing gears .87-111 to 113-316-729 

Removing a broken stud.709 

“ a nut .709 

a cam shaft .650-853 

“ battery . 345-423 

“ bodies .743 

“ bushings .644-650-S24 

“ carbon .625-735 

clincher tire .558-551 

clutch Dodge .932 

“ commutator .804 

crankshaft. Overland method.648-647 

“ Delco generator clutch.398 

44 differential .669-675 

differential on Maxwell.675-676 

" door on electric lamps.435 

“ front wheel .680-681 

gears from magneto.302 

gears, tools for.737 

“ grease spot .507-509 

44 inner tube .558-569 

" magneto magnets ..300-303 

" piston pin .644 

pistons .646-659 

44 rear axles .33-669 

" " wheels and axle, truck type.750 

" " wheels 669-679 

" " " Cadillac .679 

" “ " Studebaker .679 

44 timing gears .835 

timing gears, Chalmers.318 

44 tires and rims.551 to 558 

tranmission from car.671-742 

truck wheels .741 

universal joint .672 

valve caps .634 

Remy "double-decker” motor-generator.352 

“ Electric Co., address of.373 

44 electric system on Reo. 371-372 

“ electric system (motorcycles) .843 

" ignition system and timing.251-543 

“ " system (battery and coil) timing.. 318-252 

“ " on Studebaker .366 

“ magneto (inductor type) .264-288-924 

" " interrupter .264-298 

“ " setting of .251-313-543 

“ motorcycle electric system.843 

" thermal principle of regulation.350 

" "two-spark” magneto .277 

" two unit electric system.350 

Renault system of cooling.186 

Reo clutch adjustsments .667 

clutch spring tool.744 

disconnecting battery.423 

electric system .371-372 

firing order .373-542 

4 engine bearings .643 

ignition timing .373 

rear axle adjustment .679 

sspecifications of .546 

“ steering gear .693 

Repainting car .509 

cylinders .509-588 

44 engine and manifold .509 

" radiator .194-584-509-736 

Repair business, starting into.593 

Repairing and adjusting .620 

" a blow-out .575-567 

“ axles .669-672 to 679 

" bent frames .731 

" brakes .684 to 690 

“ . carburetors ..160 

" check sheet for.740 

44 clutches .660 to 668-932 

44 cone clutch .660 to 665 

44 cracked cylinder .193-580-713 

44 cracked water manifold.715 

44 inner tubes .566 to 574 

44 hole in top .841r 

44 magneto . 288-301-304 































































































































































































890 


GENERAL INDEX. 


Repairing motor clutch .690 

“ radiator .194-714-715-789 

silent chains ..728 

storage batteries .456-463-471-472 

" tires .566-571 

tops .847 

transmission .669 to 671 

Repairman, classified .594 

" electric, hints for_424-418-416-403-412-737 

check sheet .740-600 

supplies, for battery work.474 

pointer for .593-594 

tools for .592-614 

Repair shop .597-616-618 

“ door (automatic) .730 

equipment .600-614-616 

“ fixtures for .599 

“ hints and devices.730 

“ how to construct .596 to 598 

“ how to lay out.596 to 598-616 

“ money making additions for.601-610 

“ overhead railway for .740-616 

“ “ pits .603-604 

“ stockroom .601 

“ time of year to open.597 

“ “ tools .614-616 

sheet records .600 

Replacing bearings in transmission.669-670 

cylinders over pistons .659 

pistons in cylindei’s.659-649 

valve caps .634 

Reseating valves .631-632 

Resistance in ohms, when charging batteries.464-463 

Resistance units (Delco), size to use.397 

Retarding and advancing magneto.294 

Retarding and advancing of spark.227-68-246-319 

Residual magnetism of generator.737 

Resistance (ballast type) .347 

explanation of .209-439 

for dimming lights .435-824 

“ in field circuit of generator.334-338-342 

in ignition units .246-250 

required for battery charging.461 

“ units .347-246-378 

“ unit (Delco) .246-378-383 

units for charging battery."..463-464 

Retreading tires .566 

Return wire.207 

Reversal of flow of current. 344 

Reverse current type cut-out.334-344-370-864B-346 

gears, where located.13-48 

series regulation, Delco .394 

Reversed battery charge.:.459 

Reversing battery terminals.421-417 

Reversing car .486-51 

Review of coil and ignition systems.255 

Revolving cylinder engine.see Gnome 

Revolutions per mile of auto wheels.540 

Rheostat, water . 463 

Rheostat resistance wire.462 

Ribbon type radiator .860 

Rich and lean mixtxire .169 

Right of way, auto or wagon.584 

“ “ on streets .502-501 

“ “ on cross streets .584 

" “ pedestrians .501 

“ side of an automobile .134-582 

Rim, clincher type .551-558 

“ demountable type .551-555 

“ oversize of .555-554-553 

“ placing clincher tire on quick detachable .551 

“ placing straight side tire on clincher Q. D.553 

“ quick detachable type .551-555 

“ straight side type..•.551-552-555 

“ demounting and mounting of .551-555 

“ for tires .551-550-552-555 to 558 

“ measurements. 554 

“ -nut tire-tool .611 

“ users of “Firestone” make .555 

Rings (see piston rings) 


“ cause of loss of compression.628 

“ expanding pliers for.659 

.. “ for piston, fitting ends.657-649 

“ of piston, leaky .655-202-203 

Ring gap clearance .651-649-791 

Ring gear; replacing in differential .583-673 

Rivet counter-sink .616 

Road clearance of car. 17 

Roadster, definition of . 15 

Rocking advance magneto .288 

Rods, connecting .73-74-78-85-641-645-646 

Roller bearings (Timken and others).36-687 

“ bearings for engine .C40 

“ chain .749-18 

“ type clutch .341-386-398-351-690 

“ type clutch, how to remove.398 

Rope drive, for speedometer .512 

Ross steering device.690 

Rotary engine .136-138 


Rotary motion, meaning of . »•> 

“ motion of valves . 87 

“ pump.187 

“ throttle valves .163 

“ valve engine .135-138 

Rotor of a distributor . 245 

Rotor or i-evolving part of inductor type armature.. .264 

R.p.m. (revolutions per minute).863 

Rubber for tire construction .665 

“ hose for radiator .608 

“ sheets for battei-y .439 

“ supplies for stock room .601 

Rules for driving .504 

Rules for passing and turning.502 

“ for slowing down, stopping, etc.504 

“ machinists’ .700 

“ milli-metre scale ..540 

“ of the road .501-502 

Running boards . 4 

" brake.28-29 

“ in a new car and engine .489-203-507 


“ in engine, method of ...793-203-507-489-735- 

.643-810 

Rushmore starting motor . .....330 

Rushmore thermal principle of generator regulation. .339 


Rusting up a small leak in cylinder .713 

Rutenber engine, address.Insei*t No. 2 

Ryerson reinforced bearings .640 


s 

S. A. E-. and U. S. tap and die sets .612-613 

“ “ “ threads.703-702-238 

** “ “ wrench sets .611 

distinction of axles .669 

gear shift (standard) .490 

“ horse-power tables .534 

“ meaning of.534 

“ screw and bolt sizes .••.612 

“ spark plug tap .705 

“ spai’lc plug threads and sizes .612-238 

standard for ovei*size pistons.653 

standard pneumatic tires.5-54 

“ tap and drill sizes ....703 

“ tires, standard sizes of.554 

Safety spark gap.273-275-299-291 

Safety spark adjusting (magneto).291-275-299 

Sal-amoniac, stopping leak in cylinder.713 

Salesmanship pointers .529 

Salesroom for public garage.597 

Sandpaper, how to use on comutator brushes.404 

Saw for metal, how to use.713 

Saw stand .605 

Sawing metal .739-710-617-713 

Saxon and Studebaker generator and starter tests..406 

“ disconnecting battery .423 

“ firing order .364-542 

“ rear axle adjustment .678 

“ re-designing old car .761 

“ spark and throttle control . 496 

“ specifications .546 

“ wiring diagram . 364 

Scales or rules (machinist’s) .700-540 

Schebler carburetor .172 to 174 

“ “ float level .168 

“ “ “model D” .148 

“ motorcycle . .. .*..845 

“ kerosene carburetor .754 

plain tube cai'buretor .800 

Schrader tire valve .550 

Scored crank shaft .642 

Scored cylinder .201-202-653-650-587 

S. C. or single contact lamp base.433 

Scraping bearings .642-643 

Scraping carbon.624 

Screw and bolt sizes. S. A. E. and U. S.612 

“ and half-nut type steering gear.691 

“ pitch gauge .700 

“ plate and sets .704-612 

“ taps.704 

Screws, bolts and nuts .701 

Scriber.700-707 

Scripps-Booth, specifications of .546 

Sea Island cotton, vised in tires.566 

Sea level, meaning of .920 

Sealing compound for battery.439-473-474 

Sealing nut . 439 

Sears-Cross speedometer . 513 

Seat of a valve .650-94-92 

Secondary cable and wires .240-241 

cells. 211 

coil of high tension magneto.269 

current, meaning of (see current).219-220 

winding, testing of, on coil.245 

Second change of gears, speed ratio.13-583-51 

hand car, how to judge and test.528 

“ or intermediate speed, how to shift 

gears.51-468-488 

Seconds, minutes, and degrees, meaning of.93-541 

Sectional tire repair . 573 




































































































































































































GENERAL INDEX. 


891 


Sedan, meaning of.15-527 

Sediment in a battery .457-469-456 

Segments on commutator .227 

Seized clutch .661-662 

Seized piston and how to loosen.639 

Selecting a car .527-528 

Selective type transmission.46-49-50 

Selector .490-49 

Selling automobiles .529-530 

Semi or half elliptic springs.27 

Semi-floating axles .33-532-669 

Semi-floating axles, adjustment of.669-674 

Semi-splash lubricating system .197 

Separators for batteries and inserting of.445-468 

Series connection (see “connections series”). .207-214-466 

dynamo.335 

multiple connection .209-214 

parallel connection of battery.209-466-214 

■wound motor .333-335 

Set screws .701 

Service car, how to construct.759 

Service station equipment.616 

Setting and timing Atwater-Kent ignition.250-543 

breaker or interrupter gap on magneto.264-298-543 

“ ignition (Bosch) .312-280 to 284-543 

ignition (Cadillac) .132-729 

ignition (Delco) .245-390-543 

magneto advance (see magneto).309-310 

magneto, armature of .267 

(Bosch dual) .312 

(Dixie) .292-543 

(Eisemann) .313-362-543 

inductor type .313 

(Remy) . 313-543 

(Splitdorf).313-252-543 

use of coupling .302 

spark, Chalmers .357-318 

spark, plug points.235-238-237-298-218-543 

time of spark .227-310-316-543 

time of spark coil with vibrator.315-316 

time of spark with magneto.311 

valves, engines of leading cars.542 

valves, illustrated .102 

valves of engine (single, multi-cylinder) .103-542 

Shaft drive, advantages of. 21 

Shaft straightening press.618 

Sharpening drills .707-615 

Sheldon rear axle for trucks.750-751 

Shellac, use of and how to mix.716-738 

Shifting gears.51-486-488-490 

Shims for bearings .74-641 

Shims, laminated type .641 

Shipping a battery, how to crate.473 

Shipping an automobile .509 

Shock absorbers, air spring or plunger typ£. 26 

Shock Absorbers,s Connecticut .732 

Shop equipment and cost of.617-618-616-614 

“ for electric testing . 472-616 

“ hints and useful devices .730 

" lamp, how to make .735 

“ machinery, how to lay out.618-616 

“ tools, see “repair shop”.614-615 

“ working bench, how made.617 

Short circuit, cause and meaning of.412-439 

indications.413-416 

how to locate .406-416 

“ indications told by ammeter.417-416 

in secondary winding of coil.398 

of battery .456 

“ “ of starting motor .406 

“ “ tests.403-413-416-418 

“ circuited generator coil tests .402-416 

“ circuiting coil vibrators .230-264-809 

“ Stroke engines vs. long stroke.531 

Shunt field circuit.332-333-335-345-400 

“ field coil test.403-416 

“ field current (Delco) .390 

“ for testing .414 

“ use of for testing.416-414 

“ winding.332-333-335-345-400 

Shunts in use with ammeters.414 

Shutter for radiator .188 

Shuttle type armatures .256-258-332-335 

Side by side connecting rod .74-127 

Side float carburetor ....145 

“ of street to stop on.584 

“ ring rim for tires.557 

“ valve engines vs. overhead.532 

“ valves. 90 

“ wire tire (solid) .560 

Sight hole on distributor.310 

Signal alarms .515 

Signals for stopping, etc.503-504 

Signs or symbols of inches, feet, minutes,, seconds.541-93 

Signs or symbols of electrical terms.356 

Silent chains .86-21-113-411-728-729-369 

“ chain adjustments.728-729-411-369 

“ “ adjustment (Cadillac) .729 

** “ adjustment (Dodge) .369-411 


Silent Chain, chain for driving timing gears.... 112-113 

drive for magneto .294 

looseness, how detected .729 

chains, master or hunting link.728 

Silvertown cord tire . 559 

Simms-Huff electric system on Maxwell.365-366 

Simms magneto, principle of.312 

Simplex and Duplex governor.839-841 

Simplex engine valve timing.311 

Single and succesion of spark, explained.225-250 

chain drive .13-47-19 

high tension magneto.276 

Single jet carburetor .148 

“ plate clutch (see clutch)..41 to 43-50-663-668-842 

pole switch.430 

“ spark ignition .243-250 

tube tires .549 

unit electric outfit.340-343 

wire or grounded system (Delco) .383 

wire system .425-426 

Six and bight cylinder engines vs. four.532 

“ cylinder engine firing order.124 

“ “ “ lap of power strokes.126 

“ “ “ magneto.306 

Sixteen-valve engine (Stutz and others).109-104 

Size and shape of electric lamps.434 

“ air tanks to use .564 

" lamps to use. 432 

“ of carburetor, how to determine.158 

“ grease and oil cups .608 

“ “ spark plugs..238 

“ “ valves, inlet and exhaust. 91 

" Williams wrenches.611-633 

“ piston rings on leading cars.609-542 

“ pulley to use for driving air compressor.563-617 

“ solid tire to use.560 


“ tires used on leading cars.544 to 546-555 

“ wire to use (electric) .425-427-428 

“ and prices of lathes .616-617 

“ of brake lining, 1919 cars.615 

“ of lamp bulbs.543-434 

Skew gear, definition of. 21 

Skidding.;.495-588 

Sled, motor bob type.765 

Sleep after hard driving, how to promote.589 

Sleeve type valves .139-140 

Sleeve valve engine and timing of.136-139-140 

Slide or caliper rule..700 

Sliding throttle valve.153 

Slipping clutch .661-663 

Slow race, tuning engine for.591 

Small tools for the repair shop.614-592 

Smith motor wheel .755 

Smoke, black, white and blue.202-652-169-580-588 

cause and meaning of color.652 

excess of, due to leaky rings.656 

“ from muffler.580 

“ tests.169-652-653 

why white.589 

Smoky exhaust.202-652-653 

“Sneezing or popping” of carburetor.170-169-578 

Snow, how to prevent on wind shield.508 

Soap for washing car .507 

Soapstone for inner tube.569 

Socket wrench .614-795-616 

“ “ extension for rear axle.730-824 

“ “ for Buick, Dodge and Overland.'.592 

Socket wrenches for Fords.824-795 

Solder, wire with flux .715-711 

Solder, soft and hard .711 

Soldering .•.711-714-715 

“ aluminum ..695 

“ cast iron.712 

cylinders .653-713 

“ iron, how to tin.714-789-711 

“ “copper” or “iron,” how to use.. 711-614- 

789 

“ commutator segments.737 

“ flux .711-714-715-789 

“ radiator leaks .586-715-194-714-789 

“ wire connections (footnote) .741 


Solid rear axle, advantages of. 19 

“ tires.549-560-561-588 

“ “ disadvantages of.588-589 

“ “ for trucks.561-749 

“ “ why not used on pleasure cars.588-589 

Solidity of a sphere.539 

Salon touring car, definition of. 15 

Solution (anti-freezing) .193-438 

Solution for battery, how mixed.448 

Solutions for cleaning metal.401 

Sonoscope, locating knocks with.638 

Sooty spark plugs, cause of.233 

Sounding bar, testing for knocks.638 

Spacers for storage batteries.439-442 

Spare emergency rim .551-552 

Spark advance and retard.67-305-227-314 

“ “ range of .249-319 

“ automatic advance, reason «f.307 






























































































































































































892 


GENERAL INDEX. 


Spark and speed relation .808 

“ throttle ball joints .608 

" throttle lever movements different cars, 

496-487-497 to 600 

“ throttle levers .485-496 

*' time of combustion.819 

“ control .227-249-246 

and overheating .319 

“ “ automatic.246-249-376-377-383 

automatic and hand .246-249-377 

magneto .305 

“ " manual .377 

“ “ methods ...305 

why both hand and automatic... .246-249 

distance will jump .586-301-304-234 

gap device .739-304-234 

Sparking commutator and brushes.409 

Sparking occurs when switch is off.421 

Spark knock (see knocks).638-639 

lever and carburetion . 67 

lever position (Delco) . .* .377 

occurring in two cylinders at same time.284 

plug construction .219-233-238-84-939 

'* and coil troubles .233 

“ air pump .562 

“ for aeronautic engine ..238-939 

•* •• nahlpQ 9QQ_9Q7 

“ cleaning* of * .*.’ .’235-237-589-592-595 

“ connections on magneto .295-296 

“ “ defects .299 

44 44 dimensions .238-239-612 

" for magneto .233-298 

for tractor engines .831 

“ “ for vibrator coil ..'.233 

“ “ gap ... 233-235-218-238-298-299-273-237-378- 

808-543-275-301-304-253-250-254 
44 gap, for magneto use.. .304-298-299-275-543 

“ gap, for starting engine magneto.300 

44 gap or intensifier .739 

“ gap, too great .299-304-275 

“ “ gaskets .607-717-238 

“ indicates valve condition .586-630 

44 leaking around porcelain, test of.233 

“ “ lengths .237-238 

“ “ locations of .235-237 

44 long body, regular length, and extension.238 

“ “ metric size .238 

“ 44 oil soaked, cause of.652-630 

44 one piece .,.238 

44 parts of .218 

“ 44 points, .distance to set. .233-237-543 

“ points, different kinds .238 

“ “ porcelain .235-239-238 

44 44 gap relation to engine compression.275-817 

“ “ S. A. E. size threads.612-238 

44 sizes used on different engines... .239-612 

“ standard sizes of .238 

“ “ tester’ . ”. *. ’. ’. *. *. ’. *. *. ’. *. *. *. ’. ’. .7101362-739-304-418 

testing of .233-236-237-304-234 

testing under pressure .302 

44 too long or too short.237 

“ “ troubles .233-237-299 

44 where placed on engine.219 

“ “ wrenches .611-612-238 

regulation .,...486 

relation to combustion .307 

retard and advance .67-305-227-314 

setting time of .227-315-311 

succession and single .250-225 

time of, relation to combustion.307 

time to occur.307-308-319 

“ timing, Chalmers .357-318 

“ “ Cadillac .132-729 

“ “ Chevrolet .364 

“ “ coil with vibrator .315-316 

" “ device .84-225 

“ “ Ford .316 

“ 44 Hupmobile .360 

" 44 leading cars .542 

“ “ Overland .359 

44 44 Saxon .364 

44 why blue or white.584 

Specifications of leading cars.544 to 546 

Specifications of trucks .747 

Specific gravity, t meaning of.449-439-447 

of alcohol, kerosene, gasoline, water.585 

of batteries for starting motor.451 

of electrolyte, how to determine... .449 

scale (Baume) .452 

simplified, meaning .447 

testing . ..451 to 453 

Speed changes, method of . 51 

“ control of engine.67-153 

“ control with commutator or timer.227 

change gears .45 to 51-670-671 

indicator .700-795-921-536-512 

in miles per hour.540 

motorcycle vs. auto .582 


it 

it 


44 

44 


Speed of air compressor.563 

“ “ a speedometer .512-513 

" “ electric vehicle .478 

44 44 engine, how to tell.823-700-536-921 

“ “ engine to car, relation of.537-538 

44 44 magneto cam .267-271 

44 44 inductor type armature of magneto.265 

" “ pulleys, how to figure.563 

44 trupks .747 

44 relation, crank and cam shaft.308 

relation of armature and distributor.308-306-261-294 

44 relations of magneto parts . 306 

44 relation, wheel and engine.540 

Speeding up and remodeling old cars.760 to 762 

Speedmeter, Van Sicklen .824 

Speedometer, principles and drive methods. 17-511 to 513 

Speedometer, gearing ratio .537-313 

“ make used on leading cars.543 

44 pointers .742-512 

44 speed of .512-513 

44 “troubles.512 

Speeds of transmission .45-51 

Sp. gr. (see index, “specific gravity”).449 

Splash oiling system . 197 

Splined shaft . 669-679-671 

Spicer universal joint .680-681 

Spilled electrolyte, making up for loss of.473 

Spindles . 31 

Spiral bevel gears, definition of.21-35 

Spiral springs, how to wind.713 

Spirit level .700 

Splicing an inner tube.572 

Splitdorf-Apelco electric system, on Briscoe.363 

Splitdorf Co.i address of .373 

coil connections .223 

coil and battery timer and distributor. .252-543 
“Dixie” magneto (see also Insert No. 3).290-293 

dual system .262 

ignition on Overland .359 

“ low tension magneto, coil and battery 

system and wiring diagrams.262-926 

magneto and setting of.Insert No. 3 and 

292-288-313-811-543 

timer-distributor .252 

Split rim for tires.557 

Split type crank case. 62 

Spokes loose.762-810 

Sponges .602 

Sporting type cars .'.760 to 762 

Spot light .437 

Sprayer for cleaning engine.621-740-744-739 

Sprayer for painting radiator.194-736-509 

Spray nozzle .142-147-739 

Spreaders for tire valve.571-555-550 

Spring and ball, oil regulation.200-694 

blocks and clips, purpose of.11-26-27 

cover and lubricator.559 

compressors.663-647-664-742-744-819-932 

how made by winding on bolt.603 

lubrication.622-559 

of valve, method of tying.632 

temporary repair of . 734 

under valve when grinding. 631 

Springs, cantilever . 27 

for trucks . 749 

“ valve ..-.635-92-742 

“ valves, proper tension .635-742 

“ valves of carburetor .146 

full elliptic and half elliptic... 27 

lubrication of .27-622-749 

“ spiral, how to make.713 

Sprocket chains .21-18-749 

chain tightener (Overland) .648 

wheel puller .647 

.Sprockets, purpose of . 18 

Spur gears, where mostly used. 21 

Square, stroke and bore. 83 

Squeaks and noises .581 

Squeaks from wheels.810-762 

“Staggered” cylinders, meaning of.127 

Standard adjustments of leading engines.542 

adjustment of Packard .850 

(SL A. E.) tire sizes . 554 

(S. A. E.) threads .612-238-701-702 

speedometer.;. 513 

tread, dimensions of . 17 

Stand for axle work.709-730-605-797-824 

Stand for engine or crank shaft work.605 

Stanley steam car .763-764 

Stanweld rims . 557 

.Starter-generator wiring simplified.370 

Starters for engines.321-810 

Starting a car. 486 

an engine in cold weather. 153-155-161-170-4*89-798 
“ batteries .. 

’ 17 0-4*8*9-7 98 

engine.65-153-300-487-402-153 

“ on the switch .489-282-321 

“ choking air supply . 159 























































































































































































GENERAL INDEX. 893 


Starting engine if starting crank it lost.591 

in cold weather.193-170-153-586-804 

on ignition .282-321-489 

" using magneto ignition .300 

in auto business.533 

into the automobile garage business.597 

into the repair business.593 

motor (electric) .328 

motor and generator, how combined.. .347-352- 

354-379 

and generator, fly wheel drive.338 

Bendix drive .326-331-342 

Bijur double gear.,328-857 

clutch repair .690 

cranks engine slowly.408-401 

current required .410-416 

different driving principles.324-326 

does not work.408 

“ “ electric .324-325 

“ '* fails to start.407-401-331-416 

“ “ Ford .864A 

gear reduction .328-324 

44 gears fail to mesh.407 

generator and ignition, how combined.343 

lubrication .331-407 

“ “ tests .416-407-410-424 

“ “ troubles ..577-429-737-416-331-407-408- 

.416-410-424 

“ 44 weak .408 

“ 44 wire .425-428 

on ignition .262 

operation, Delco .379-384 to 385-395-396-400 

switch, care of .407 

44 switches .327-329-427-408 

Starting truck engines.747-277-255-832 

Starrett’s gas heater and tools.696-698-699-700-615 

Starvation of battery, meaning of.439 

Static electricity .297-162 

Stationary engine ignition .215 

Stationary engines .757 

Stay or security bolts.549 

Steam car, Doble and Stanley.765-757-763 

Steam emits from radiator, cause.860-579 

“ for carburetion .735 

“ engines .757-767 to 765-52-53 

“ vulcanizer .574-610 

Stearns-Knight engine, valve and ignition timing... 136 

44 “ specifications of .546 

Steel and iron, different compositions of.721 

44 cleaning of .401 

“ heat treating and case hardening.696 

Steering a car .493 

assembly, purpose of.3-11-23-691 

“ column connections .497 

44 gears .690 to 693-3-11-23 

44 adjustments .690 to 693 

“ 44 “cross method” .691 

“ “fore and aft” method, steering four 

wheel drive .748-691 

“ “ irreversible . 25 

“ tractor .831 

“ manufacturers’ addresses .692 

knuckle arms . 2 

knuckles, how moved and purpose of.11-25 

mechanism, details of .24-691 

44 mechanism, old style. 25 

post puller .736 

44 wheels, how constructed.11-692 

wheel, how to hold when driving.493 

Step cut, piston rings.655-609 

Step lamp .433 

Stewart (Ford) starter .322 

44 vacuum system .163-165 

“ horn adjustments .515 

Stewart-Warner speedometer .513 

Sticking vibrator points .235-808 

Sticking valve, result, cause (footnote).634 

Still for water .709-455-458 

Stillson wrench .614 

Stock bins .606 

44 room, how to construct and supplies.601-607 

“ for a die .704 

Stone bruised tire and repair. 566-575-573 

Stopping a car.495-489 

“ “ magneto .275-276-259-299 

“ engine .489 

“ “ leak, with sal-ammoniac .713 

Storage battery (see also index, battery).441-864C 

“ 44 a chemical generator .210-211 

“ “ and electric starter.327 

“ “ Cadmium test ..•.,.864D 

“ “ dictionary of terms .439 

" “ floating on the line.334-337 

“ “ for electric vehicle .476-441 

** “ for ignition .210 

“ “ for ignition, advantages and 

disadvantages .255 

“ 44 grounded terminal of.421-327 

44 44 how charged by generator.337 

4 4 4 4 lead burning .471-726 


Storage Battery poles, how to determine.212-452 

“ “ » n y. n .‘v.n - -:_ Arc 


“ terms .439 

“ “ troubles .454-455-456-457-458-459-421- 

.422-416-577 

“ voltage .327-416-410-453 

“ in garage, prices of.599 

“ system for oil.736 

Stove bolts .701 

Straightening a bent frame.731 

“ axle .738-709 

bent crank shaft.646 

“ bent valve stem.735 

various parts of car.745-731 

“ warped pieces .696 

Straight side rim.552 

Straining gasoline .161-162 

Straining gasoline and static electricity.162-585 

Stream line, meaning of.760 

Street and traffic rules.501 

Street cars, passing of.502 

Stripped nut, method of rethreading.709 

Stroke and bore, meaning of. 81 

Strokes of piston.57-116 

Stromberg carburetor .176-178-184-927 

Stromberg float level .167 

Strut rods, meaning of. 21 

Stuck in mud, how released.517 

Studebaker and Saxon generator and starter tests...406 

“ brake adjustment .679 

carburetor used on.172-864H 

“ chassis .204 

“ clutch adjustments .665 

44 disconnecting battery .423 

electric system .244-368-864H-368 

44 engine . 71 

“ gear shift .499 

“ lubrication chart .204 

pinion (axle) adjustment of.679 

“ rear wheel bearing adjustment.679 

“ spark and throttle control.496-499 

spark timing . 368 

specifications .546 

steering device .693 

transmission, adjustment of.670 

“ wiring diagram .368 

Stud broken, how to remove and oversize.709 

Studs, taper pins and set screws.701 

Stutz carburetion heating method.157 

“ engine, valve timing and racing engine.... 108-109 

44 specifications of .546 

Sub-frame, purpose of . 11 

Submerged motor-generator, method of drying out. ..409 
Succession of sparks and single, explained... .225-243-250 
Suction stroke .59-116 


Sulphated plate charging of battery, to remedy.461 

Sulphuric acid for battery.448-449 

Superheated steam .735 

Supplies for cleaning car.607 

“ for the stock room.607 

how to sell .595 

44 needed for battery work.474 

Surface of a ball, to find dimension of.539 

Surface type carburetor .142 

Suspension of power plant. 11 

Sweating or soldering .711-714 

Switch .*..213-211-275 

“ Buick .378 

44 connections for lighting.427-426-428-348 

44 (Delco) .375 

44 depolarizer type .246-248 

44 for magneto and how cut off.275-276 

44 for starting motor.329-427-408 

44 single and double pole. 430 

44 testing of .253 

44 thermostat (Connecticut) .358-359-365 

44 touring .427 

S-wrench .611 

Symbols, electric .356 

Symbols of inches, feet, minutes, and seconds.... 541 
Synchronizing points on magneto, cam, distributor. .301 

Synchronous system of ignition.232 

Syphon principle .740 

tank radiator .190 

Syringe (hydrometer) .450 

Systematic trouble hunting .577 

T 

Table for cleaning parts.603-741 

44 of charging rates for battery.467 

44 44 centrigrade to Fahrenheit .540 

44 44 conversion, degrees and inches.115-314 

44 44 conversion, hundredths to sixty-fourths in.. 115 

44 44 degrees . 93 

44 44 decimal equivalents .641 

44 44 drill sizes, drills and taps.,.706-703 

'* 44 horse-power .634 

44 44 millimetres .:.554-540 

Tables, miscellaneous .539 to 541 






























































































































































































894 


GENERAL INDEX. 


Tables spark plug sizes .239 

William’s wrenches .238-611 

Tachometer .921^ 

Tail lamp .433-17 

Tail light law of Illinois.857 

Taking up bearings on engine.72-640-648-641-838 

Tank, compressed air.,....564 

“ for cleaning motor parts.401 

for soaking battery separators .472 

for testing radiators .715-19^ 

“ gasoline .162-823-514-164-602 

“ gasoline, capacity of, how to tell.542 

“ gauge, gasoline .514-823 

Tap and drill sizes for S. A. E.703 

Taps .427 

Taper arbor .706 

“ pins .701 

Taper reamer .706 

“ shank drills .706 

“ tap .704 

Tappet or plunger of valve. 92 

Taps and dies.704-705-612-795 

“ for spark plugs.705 

Taps, how to use.705 

“ taper, following, and bottoming.704-705 

Taximeter, how to read.537 

Telephone generator .586 

magneto, for testing circuits.737 

receiver, for testing circuits.737 

Temperature correction of battery.449 

of battery .448 

“ battery at end of charge.461 

“ wielding heat .719 

regulator for carburetor .155-159 

Temper colors of steel . 695 

Temperature of engine cylinders.200-189 

“ vulcanizing .571 

“ water control .187 


Tempering drills and small tools.697 

Tempering steel .695-697-711 

Tension of valve springs, how corrected.635-742 

Tents for touring .516-517-743 

Terminals, copper .609 

of battery, color of.421 

how to connect .445 

“ “ “ reversed .421-417 

“ magneto .297 

“ storage battery, grounding of.327-421 


Testing 

« 

44 

44 

44 

44 

44 
44 
44 
44 
44 
44 
44 
44 
44 
i i 

€4 

44 
44 
44 
44 
44 
44 
44 
44 
44 
44 
4 I 
44 

44 
44 
44 
< ( 
i { 

44 
44 
44 
44 
4 4 
44 
44 
44 
44 
44 
44 


accuracy of ammeter .398-410-406 

armatures .402-403-406-410-411- 

412-416-424-418-73 7-577-864C 

armatures, magneto .301 to 304 

Atwater-Kent system .249 

battery .416-410-450-864E 

battery (for troubles) with hydrometer. .457-450 

452-864E 

battery with voltmeter. .. .410-416-453-864D-460 

bearings after taking up.641 

board, electric .418-424 

car .527 

car before overhauling.527 

carburetor for dripping.585-167-738 

carburetor float .738-167 

carburetor mixture .169 

charge of bat. with volt-meter 460-453-461-864D 
clearance of pistons, etc. ..609-649-653-654- 

655-697 

coils .234-235-236-253-416-418-245- 

729-3 99-8 641-8 64H 

compression .629-627-628-656-739 

commutator .406-404-402-737 

commutator, loose connections.... .737 

condenser .303-245-398 

Connecticut ignition system .254 

connecting rod alignment.646-649 

crank shaft alignment.646 

current flow of a circuit.415-416 

cut-out and indicator with ammeter.410 

cylinders for leaks.656 

cylinders for enlarging .609-649-654-697 

devices, electric _737-424-418-414-416-403-412- 

729-399-864I-864H 

distance of coil spark.233-234-301-586 

dry cells .241 

electric horn . 514-418 

electric troubles .416-410-429 

electric circuits ..429-737-416-418-402-403-577 

engine bearings .641-507-838 

field coils .403-416-406 

finish of a ground valve (with pencil marks).632 

float valve of carburetor.738-167-163 

Ford electric generator .864C 

for broken wire .241 

grounded generator and motor coils.402-416 

grounds .416-402-403-399-418-406 

intake valve leak .629 

knocks .639-790 

leaks of radiators .191-715 


Testing for loose bearing .646-641 

“ ** loose connecting rod and piston .645-649-638 

" “ missing explosion .233-236-237-241-249- 

298-300-808 

“ noisy rear axle ..739-932 

" “ noisy valve .635-634 

“ " open circuits .416-418-402-399-403 

" “ piston ring leaks .629-656 

“ “ rough commutator .406-404 

** ** short circuits .403-413-416-413 

“ fuse .428-418 

“ gasoline .161- 

generator . .416-402-403-410-418-424-406-429 

864C-577-737 

" generator voltage .414-410-416 

horse-power .536-537 

ignition advance and timing.317-543-729 

“ ignition coil .(see testing coil) 

ignition troubles .233-302-739-301 

** inner tube for leak.568-567 

instruments 414 -697-649-864H-73 7-472-474-592 

** lamp .737-744-418-403-399-402-8641 

“ light circuits ....429-737-403-399-418-413-406 

Testing magneto .302-304 

“ “ magnets .301-303-584-806-864J 

“ “ winding .301 to 304 

“ mixture (carburetor) .169 

motor troubles 416-402-424-410-406-577-737-429 

“ oils .201 

“ outfit (\Volts and amps.) for garage.414-S64E-I-J 

outfit, electric .424-418-410-414-864D-H-I-J 

“ output, (Delco) & other generators.397-416-410 

“ piston rings and cylinders for leaks.656 

“ platinum points, acid test.234-304 

“ points .399-737-402-403-418 

“ radiators .714-715-789 

second-hand cars .527 

“ shop (electric) .472 

“ spark .234-418-304-302-710 

“ spark plug cables (magneto)...299 

“ spark plugs _234-236-237-233-302-710-418-304 

speedometers . 512 

stand, for engine .744 

“ storage battery .416-410-450-457 

“ starting motor, current consumption. .. .416-410 

“ starting motor, for troubles.404-407-424 

5 7 7-7 3 7-429-416-864A 

“ switch (ignition) .253 

transmission shaft alignment .732 

valve cap leak.629 

“ “ and piston clearance .94-634-649 

“ " springs, * tension of .635-742 

valves with Prussian blue.630 

valves, if need grinding.630 

vibrator points .234-236 

“ wheels .682-683 

winding of magneto .301-304 

winding (secondary) of coil. .234-304-302-245-402 

wire lead from generator for polarity.421 

wires for polarity.452-421 

with meter for short circuits... .402-416-417-406 

with volt-ammeter .398-399-402-414-419- 

416-410-406 

wrist pin for knocks.638 

Test for carburetor float.738-167 

“ electric circuits, (see testing eleciric circuits) 

“ “ ignition setting . 729-543 

“ generator troubles _416-402-403-410-424-737 

577-429-864C 

“ “motoring” generator (Delco).400 

“ “ short circuits .416-402-403-418-413-406 

“ smoke . 169 

“ lamp .744-418-403-399-402-8641-737 

“ lamp, for ignition .729 

“ of Delco cranking operation.400 

" outfit .737-418-424-416-8641 

“ points .399-737-418-402-403 

Testers for carburetor float.738 

Testers, electric .414-864H-864I-424-410-416-737 

T-head cylinders . 81 

T-head cylinder vs. L-head and I-head.532 

Theft insurance .521 

Thermal efficiency of an engine.587-535 

Thermal principle of generator regulation. .339-334-345- 


350-337 

Thermometer for battery.449-450-451 

Thermostat .246-249-254-371 

Cadillac cooling system.130-730 

Packard cooling system.86C 

electric ignition .264 

electric generator .350 

ignition switch .358-359-365 

for water .130-187-191-860-824 

Remy electric generator .350 

switch (Connecticut) ....359-365-254-358 


Thermo-syphon cooling system .185-186-188 

Thickness gauge .697-699-649 

Thickness gauge, substitute for. 94 

Third brush on North-East (Dodge). 370-733-924 






































































































































































GENERAL INDEX. 


895 


Third brush regulation .343-389-925-405-370-386- 

38 8-39 3-39 6-345-7 32-8 64C 


“ setting, neutral point .864C 

change of gears, speed ratio.13-51-486-488 

Thousandths of an inch, explanation of.541-6S7-699 

Threads .702 

for pipe .703-702 

how cut and how to tell pitch of.704-702 

on S. A. E. spark plugs.612-238 

S. A. E. standard.701-702 

“ U. S. standard.701-702 

Three bearing crank shafts vs. five.531 

“ cylinder engine, firing order.117 

point suspension .12-72-533 

“ quarter floating axle.33-669-672-675-532 

unit electric outfit .340-343 

wire system .*..425-426 


Throttle and spark lever movements, different 


cars .496-487-498-497-499-500 

and spark levers .485 

of carburetor .148-153-154 

valve, butterfly type.146-152-153 

valves, rotary .153 

Throttling governor .757-841 

Throws of crank shaft.77-122 

Throws of eight cylinder engine .crank.127 

“ of six cylinder engine crank.123 

“ twelve cylinder engine crank.135 

Thrust bearings . 3S 

Thumb screws and wing nuts.609 

Tickler on a carburetor, meaning of.145 

Tie bolts for battery.439 

Tie rod or drag-link .25-691 

Tightening bearings (see bearings).641 to 645-838 

belt of fan .187 

bolts and nuts, importance of.507-593 

generator chain and silent chains... .411-729 

nuts on cylinder heads.717 

parts of a car, price to charge.595 

Tillotson carburetor .183-677 

Time for spark to occur.63-307-308-319-314 

Time per hour expressed in M. P. H.540 

Timer .225 

“ adjustments .247 to 254-543 

“ and distributor .242-245-246-230 

" automatic advance .249 


and generator, how combined and driven. .246-245 


contacts .245-247-252-254-234-304 

(Delco) .244-245-378-390 

distributor (magneto) .274-276 

" notches and cylinders.247 

“ setting of ..250-245-390-543 

“ where spark control lever is not used.249 

Timing and setting Atwater-Kent ignition.250-810-316-543 

and setting leading ignition systems.543 

6 and 12 cyl. magnetos.292 

“ gears .87-111-65-835 

“ Chevrolet .636 

" “ Ford ....785 

“ how lubricated .198 

“ meshing of, Buick.109 

*' “ “ “ gears .111-316-785 

“ “ on T-head engine .106 

** " noise in ......583 

“ relation to valve timing.112-785 

“ removing of, Chalmers........318 

“L” and “T” head engines.105-542 

magneto (Berling) .543-312 

“ “ (Bosch dual) .312-543 

“ “ (Dixie) .292-543 

“ (Eisemann) .285-543 

" (inductor type) .264 

“ “ (Remy) .313-543 

marks on fly wheel.104-110-106 

spark on Saxon....364 

“ the Delco timer .378-245-390-543 

the ignition, leading systems.305 to 320-543 

“ “ “ (Buick) .245 

. (Cadillac) .132 

“ “ “ (Chalmers) .357-318 

“ “ “ (Dodge) .369 

“ “ “ (Delco) .390 

“ “ “ (Hupmobile) .360 

“ “ “ (King) .360 

“ “ “ (Maxwell .367 

“ “ “ (Mitchell) .253 

“ “ “ (Overland) .359 

“ “ “ (Reo) ..373 

“ “ “ (Studebaker) .366 

" “ “ magnetos .310-311-313-543 

“ " “ sleeve valve engines .136 

“ " valves and ignition of Chalmers.318-124-542 

“ “ “ by piston .836-108-542 

“ “ ** by fly wheel marks.836-104 

“ “ " engines of leading cars.542 

“ “ “ illustrated .102 

“ " “ of racing engines .108 

" where spark controller is used.250 

Timken brakes .684-686-687 


Timken rear axle and differential adj’m’t. . 673-G74-678 

truck axles.762 

“ roller bearings .687 

Tinning a soldering “copper”.711-714-789 

Tire air pressure .553-554 

“ air pumps.562-563 

“ attaching and detaching.553-556 to 558-551 

“ beads, types of .551-552-553 

“ blow-out, repairing of.573-575-574-566-567 

* ‘ care of.565 

“ carriers .608 

“ chains.550-551-559-560 

“ clincher type.551-553-558 

“ “ “flexible bead” .551 

“ “ “hard bead” .551 

“ “ “one-piece” .551 

“ “ quick detachable .551 

“ construction .549-565-564-559-551 

“ cord type.559 

“ cushion type .560-589 

“ demountable with rim .551-555 

“ dual type .560 

“ emergency .552 

“ equipment, modern .551 

“ equalizing traction . 565 

“ fabric type.566-565 

“ fabric, cutting of.603-573-610 

“ first pneumatic rubber .581-582 


“ fitting straight side to Q.D. clincher rim.551 

“ for electric vehicle .589 

“ for airplanes, sizes.559 

“ for universal rim .551 

" for heavy duty .560-561 

“ gauges .568 

“ how to find wheel load and carrying capacity.554 

“ how to save .506-567 

“ proper inflation pressures.553-554 

" leather tread .551-559 

“ lubrication .569 

“ lugs .549-550 

“ manufacturers, addresses of .571 

“ metric sizes .554 

** non-skid .550 

“ old and new types.550 

“ oversize and how to figure.553-554 

“ paddle wheel type .561 

“ painting of .509-571 

“ placing one-piece clincher on Q.D. clincher rim.551 

placing straight side on Q.D. clincher rim.553 

“ price for old rubber.588 

“ pneumatic .549-565 

“ pneumatic for trucks .555-560 

“ punctures and how to repair.567-569 to 574 

“ puncture proof .559 

“ pressure for hot weather.553 

“ pumps .553-562 to 564 

” rims .551-555 

“ quick detachable .551 

“ removing from rim.555 to 558 

“ repair accessories, tools, etc. 610-568 

“ repairing & prices usually charged.565-571-574-610 

“ retreading .....566 to 575 

“ revolutions, per mile.540 

" rims .551 to 555 

“ S. A. E. standard sizes.554-555 

" shoes, outer and inner.567-568 

** side wire .560 

“ sizes, Ford .553-823-825 

“ size used on leading cars..544 to 546 

“ solid .560-549-561-589 

" solid for trucks.560 

" sticks to rim . 590 

“ straight side .551 

“ .tool for demountable tire.611 

“ treads .551 

“ treads, when worn .566 

“ troubles, stone bruises, loose tread, etc.566-567 

“ transposing of .554 

“ truck, heavy .561 

“ use repaired one on front wheels.554 

" valve .549-550 

“ valve spreaders .571-555-550 

“ vulcanizing pointers .571 to 575-610 

“ wood plug type . 561 

“Toe-in” of wheels .683 

Toggle type brakes .687 

Tool box .606-592 

“ for demountable tire .611-568 

“ for removing bushings.644-650-824 

“ for removing gears .302 

“ hardening .723 

“ kits and small tools .592-614 

Tools for battery work .474-472 

“ “ blacksmithing .616 

“ “ grinding valves and valve work.. .632-591-615 

" “ Ford .795 

“ “ lapping pistons and rings....650-649-657-658 

“ “ radiator repair work .714-789 





























































































































































































896 


GENERAL 


Tools for repairmen .697-592-611-614 

“ repair shop .614 to 618-697 

“ tiro repair work.610-568-611 

" scraping bearings .642 

44 straightening fenders, mud guards, etc.745-731 

“ the lathe .616-711 

44 how to keep assorted.594 

“ for top repairing .847 

Too much oil.202-653 

Tonneau wind shield.514 

Top curtain glass .849 

" how to clean .508 

44 leak, how to repair .847 

44 repairing .847 

44 repair support .735 

Torch, blow pipe .735-615-711-696-712-714 

for radiator work .714-715-726 

“ for welding.727 

44 gaseline .735-711-712 

“ gas .696-472-720 

Torsion or torque rods.20-22-13 

Torque arm ... 22 

“ as applied to an engine.535-537-770 

44 meaning of .535-537-22 

Touring accessories . 517 

books (Blue Books) .520 

Touring camping outfits .516-743 

equipment (manufacturers of) .518 to 520 

food list.520 

how to build fires properly.519-516 

inspection before starting .510 

kitchen equipment .517 

personal equipment .518 

switch .427 

trans-continental .515 

“ trailer .516-747-822 

what to cook and how.518 

Towing a car .734-732-518 

in a disabled car.732 

“ rope'.518-734 

44 truck .732 

Townsend grease gun.592-622 

Tractors .752-753-829 

Tractor carburetion .831-827-754 

Tractor clutch .831-827-753 

“ engines .753-831-832-838-71 

" drive method .753-829-830 

44 engine carburetors .754-827-831-832 

44 governors .753-832 

“ engine ignition .753-831-832-255-277 

“ Ford .826 

“ steering .830-831 

“ transmission .501 

Traffic rules .501 

Trailers and trailer attachments.746-822-516 

Trammel or indicator for valve timing.114-102 

Trans-Continental Tour .515 

Transferring oil from barrel.730-603 

Transformer, relation to coil (see dictionary) .274-220-378 

Transmissions .45-48-50-669 

Transmission, adjustment of, Buick and Dodge....670 

“ 44 Chevrolet .671 

“ “ Dort . 44 

“ “ Maxwell .670 

“ “ Mitchell .271 

44 44 Overland, Studebaker 670 

air gap principle .481-480 

bearings, replacing of.670 

cause of clashing gears.669 

cause of difficult gear shifting.669 

changing gears .51-488-490 

dripping oil .669 

drive for generator .341 

end play .669 

four speed.47-51-583 

gear ratio (see ratio of gearing).669 

how to remove from car.611-742 

lubrication .203-204-669 

motorcycle . 845 

noisy .669-580 

of electricity .206 

on rear axle .47-679-204-670 

operation of .48-50-486-488 

over-hauling of .669-671 

Owen-magnetic .480-481 

pointers .669-671 

replacing bearings in.669-670 

shaft aligning of.732 

tractor .830-831 

used on leading cars.‘..543 to 546 

Transposing tires (see tires, transposing of).554 

Tread of auto, meaning of. 17 

Tread of tires, meaning of.549-551 

Treads of tires, .when worn.566 

Treads of tires, types of.551 

Tremblers, proper name for.220 

Trouble, systematic hunting of.577 

Troubles, Bosch electric systems.361-299 

brushes and commutator .404-409-241 


INDEX. 

Troubles Delco system .399-401-402-404 to 400 

** digest of .. .576-142-170-577 

** electric, how to diagnose.416-410-737-416 

“ finding by process of elimination.577 

*' how to diagnose .576-577 

“ of armature .411-416-402-8640-577 

“ “ battery ...458-457-422-421-423-8641)^4^1(5- 

“ “ battery tested with hydrometer.457 

“ •* carburetor ...172 to 184-166-578 to 581-800 

“ ** circuit breaker (Delco) .377 

« “ clutch .660 to 665-668 

“ “ commutator.241-325-409-404 

“ 44 cooling systems ....189-191 

*' " cut-out .409-410 

“ 44 electric systems .407-416-410 

44 44 electric systems (Overland)...359 

44 “ electric system (Reray) .350 

“ 44 gasoline line .161-162 

44 “ generator . 409-411-416 

“ “ generator and tests ..577-416-402-403-410- 

429-737 

" “ ignition .....233 to 237-241-300 

“ 44 lamps .419-433 

44 44 lighting system .419 

44 44 lubrication . 201 

“ “ magneto ignition .299-300-301-304 

“ “ oil circulation and oil gauge.300 

44 44 piston rings .656 

44 44 spark plugs and coils...233-237 

44 44 speedometer .512 

“ 44 starting and lighting battery.. .422-416-864D 

44 “ starting motor .407-331-416 

“ “ storage battery.421-456 to 458-416-864D 

44 44 the ammeter .419-410-416 

“ 44 tires .566 

“ 44 transmission .,.699-671 

“ 44 valves .630 

44 44 wire connections & wiring system. ..241-427 

44 told by ammeter .417-410-416 

“ worn or scored cylinders.653 

Truck .747-825-822-484-528 

44 army gear shift.490 

44 chain drive and worm drive.14-746 

" chains .749-18 

** couple-gear electric .484 

44 drive methods .747 

“ Dodge .825 

44 engine.747-833 to 838-71 

44 44 ignition .747-255-277 

44 44 starter .747 

44 electric-gas .484 

44 Ford . 825 

44 for oils .739 

44 for towing .732 

44 four-wheel drive .748 

44 gear ratio .747 

44 gear shift .747 

44 governors .840 to 842 

44 how to select .527-747 

44 how to convert •.761-822-821 

44 hydraulic hoist .746 

44 lift or hoist for body .746 

44 motive power of .747 

44 operation of .747 

44 rear axle .*.750-751-762 

44 specifications.747 

44 speed of .747 

44 steering gears .690 

44 tires, pneumatic .555-560 

44 tires, solid .560 

44 trailers .746-822 

44 types of .746-747 

44 winch.746 

44 why use four-cylinder engines .747 

44 wheel, how to remove.741 

Truing up wheels .682 

Trunk piston . 75 

T-section iron or steel .710 

Tub for "cleaning parts, construction of.741 

Tubing, bending of .713 

flanging of .713 

44 for tire pump, size of.601 

how to saw .710 

Tubular radiators .187 

Tulip shape valve .92-128 

Tungsten contact points .234-304 

lamps, and candle power of.467-432 

44 valves, hard to grind .630-632 

Tuning a car for a slow race.591 

an engine for speed .760-817 

44 engine, price charged .595 

Turnbuckle.28-665 

Turning down commutator on lathe .404 

Twelve and “twin-six" cylinder, meaning of... .53-79-134 

cylinder engine .542-851 

lap of power stroke .126 

44 44 44 firing order .135 

44 44 44 magneto.293-922-918 

Twenty-four volt battery, supplying 12 volt lights...466 































































































































































































, <T . r . f ,, + general 

Twin City” tractor .830-SS2 v 

I win cylinder engine (motorcycle) (insert ’ 3 ) " ”755-846 

Twm-six cylinder and twelve, meaning of.53-79-134 

i win-two engine. ran 

Twist drills . VnVnl 

Twitchell air gauge .. .*;; ; * */ 

1 T , 0 C l cl y , enfirines .-; ...... ’.. 756-757 

cylinder engine, wiring of.231 

point ignition . 277-284 

“ port, two cycle engines.. 

sets of batteries used with coils...226 

" spark ignition .277-283 

speed rear axle . 433 

“ unit electric outfit .. . . . . . . . .*.* ,*. 340-343 

“ wire system .425-426 

Type numbers on batteries, meaning of. 443 

Types of bodies. ’ ‘ 

b , ra ?f S .29-684 to ’ 687 

• clutches . 39 

!! " en £i nes (see also inserts).63-70-71 

gear shift control.46-49-490 

u 

Under charging of battery, result.„.422 

Undercutting mica .U 04 

Under slung meaning of.*. 14 

Unisparker .’... 247 

Unit power plant.*.'. ‘’. 85-71-70-441121 

Unit resistance for charging battery.463-464 

Universal joint adjustments .680-681 

purpose of . 43 

“ “ removal (Chevrolet) .672 

1 * ‘ “ ^P® rim .551-5*57-555 

Upholstering, how to clean. 509 

Useful hints and suggestions. 589 

Useful shop hints. !.!!!!!.!. 730 

Use of engine for brakes. 494-583 

“ of graphite . 205 

“ of watch for a compass.516 

Using engine as brake.” . ’492 

U- S. L. battery.1! 1444 

U. S. L. motor generator, principles of. "....347 

U. S. S. and S. A. E. tap and die sets.612-613 

wrench set .611 

44 threads .701-702 

bolt sizes . 612 

nuts and bolt sizes.611 

screw thread table .703 

tap and drill sizes.703 


Vacuum brake . 479 

and gas filled lamps.432 

system, fuel feed .163-165 

tank, adjusting of .165 

“ type electric cut-out .843 

Valve adjusters (engine) .608-634-791 

adjusters for Ford valves.634-791 

adjusting, Chevrolet overhead type.636 

adjustments (clearance) .94-635-542 

“ air gap .94-95-635-785-781 

and ignition timing of Chalmers.318 

automatically operated .88-91-90 

44 bushing of guide .634-791 

cage type .90-94-631 to 633 

“ cage grinding of Buick.742-633 

“ cap leak .629 

44 cap wrench . 738 

“ caps .87-634 

“ chamber . 83 

(check) for two-cycle engine.756 

44 clearance .94-95-635-110-791-785-542 

44 44 adjusting of .94-109-742-635-785-542 

“ adjustable type .635 

44 of leading cars .542 

44 overhead.94-109-636 

44 condition indicated by spark plugs.630 

44 cover, removal of .631 

44 “dual” .927-109 

44 dimensions .542 

“ enclosed .92-121 

“ finish, test of .632 

“ fitting, new and oversize.630 

44 for inner tube .55S-549-550 

“ gasoline needle .143 

“ guides .92-63-634 

44 “ fitting of .630 

loss of oil when worn.737 

44 “ reaming of .634 

replacing of .634-630 

44 grinding .92-91-630-636-633 

“ 44 and reseating .632-94 

“ 44 compound .631 

44 44 ill effects of .712 

“ 44 overhead type .631-636-91 

44 44 pressure required .631 

44 44 tools .632-633-615-616-592 

44 44 valves in head .90-94-137-636 


INDEX. 397 

alve hard to grind (Tungsten) /.630-632 

4t how to test when noisy. 634-635 

how ground with drill. 735 

“ inlet and exhaust, relative size.'!!.’!!!!'.]]”” 91 

tt intermittent and rotary motion . 87 

„ j n the , heaci engines..’.*91-187-636 

lag and valve lead .ioi 

lap, meaning of . !..!..!! " 101 

leak and loss of compression.629-630 

.‘.95-110-927 

« Iff . .92-95-110 

* lifter mushroom and roller type. 94 

lifter or tappet or plunger. 633 

“ location .;. ;;;;;;;;;; 91 

mechanically operated . 91 

fixing (carburetion) .141-756 

n e oi& y . .’.'.96-634 

on the side . !’.!!!!!!’“ 90 

operation, Cadillac .128 

opening and closing period .100-96-97 

opens early, back-firing result. 98 

“ oversize .609-630-792 

overhead type .85-88-90-91-94-636-137 

parts . 92 

“ pitted . !!!.’!!!!!!.* 630 

„ plunger ...92-63 

plunger guide . 99-630-634 

I; pocketed ..".712-631 

„ Poppet type .91-538 

port, meaning of .83-756 

principle, Dusenberg . 88 

“ refacer . ..!..!!!!!!! 632 

relation to cam shaft and cams.!!l 20 

reseating of .631-632 

rotary type . 133 

sixteen to a four cylinder engine.109-791 

size or dimensions of.91-542 

“ sleeve type ..‘.136-140 

“ seat .92-630 

seat when perfect.632 

setting (see also valve timing).103-542 

setting Buick .109-542 

setting, Weidley engine .137 

sleeve for tire . 555 

sleeve type engine. 139 to 140 

spring compressor .615 

how to tie when grinding valves.632 

lifter .592-631-633-735-630 

“ springs .92-635 

testing tension of.635-742 

weak or too stiff.’..635-927 

” stem of engine .92-630 

“ of tire . ,...550 

“ lock nut (tire) .550 

oversize .609-630-791 

“ reaming .630-634 

“ repair, (inner tube) .572 

“ seat repair (tire) ...*.572 

“ sleeve valve engine .136 

“ sticking in guide .634 

“ sticking, result and cause (foot note).634 

“ tappet . 92 

“ guide leaks oil .738 

“ guide puller .649 

“ ** wrench .738 

“ testing of engine when noisy.635-634 

“ (throttle) .143-153-154 

“ time usually open . 99 

“ timing .95-542-836-542 

” and timing gears relation of. 112 

“ average .114-542 

“ “ Buick .109 

“ “ Cadillac .108-729 

“ “ Chalmers .318-124 

“ checking of . 110 

“ ” Chevrolet .636 

“ ” Dodge .114 

“ “ Dusenberg l'acing engine.108 

” examples .108-109 

“ “ high speed engines .98-108 

” “ Hudson .103 

“ Hupmobile .588 

” ” illustrated . 102 

“ indicator illustrated . 102 

“ “ indicator or trammel .114 

“ “ Locomobile .108 

“ “ marks on fly-wheel.104-107-102-109-836 

” “ Marmon .34-114 

“ “ Maxwell racer .108 

“ “ Mitchell .106 

“ 44 Packard .542 

44 44 piston position .836-108 

44 44 position .103 

“ 44 Simplex .311 

44 44 six cylinder engine .113 

44 timing, Stutz .108 

44 44 Waukesha engine .836 

44 44 what governs same . 98 



































































































































































































898 


GENERAL INDEX. 


Valve to tell when needs grinding .630 

'* troubles .630 

** tulip shape .128-92 

what made of . 91 

** when ground, to tell.631 

Vanadium steel .721 

Van Sicklen speedmeter .512-824 

Vaporizing gasoline.155-153 

Variable resistance, Delco. 392 

resistance, regulation .381-383-384 

spark .311 

Varnish, ruined in a barn.590 

Varnish for carburetor cork float.167 

Veeder hydraulic principle speedometer.513 

Velie specifications .546 

Vent hole in gasoline tank, purpose of.162 

Vent hole in battery cover.446 

Ventilator for window .738 

Venturi, explanation of .152 

Venturi tube .147 

Verifying the ignition timing.317 

Vernier caliper and Vernier scales .699 

Vibrating type electric horn.514-515 

Vibration dampener, (for silent chain).728 

of engine, cause of.584 

dampener (Packard) .850 

Vibrator, (electric) for spark.220-223-225 

(magnetic), for spark .220-225 

(mechanical), for spark .220-223 

points, fitting & dressing. .234-335-229-808-809 

Vibrator points, sticking and testing of.235-808-236 

short circuiting when using master vibrator.264 

adjusting of and kind to purchase.234-808 

Viscosity of oil .199 

Vise clamps . 710 

Vise combination type and machinists type.615 

Visible testing device.737 

Volatility of gasoline .158 

Voltage and amperage, explanation of.207-441 

and amperage, as applied to generators.337 

at end of a charge.461-416-410-864D 

“ of battery .327-447-453-416-410-S64D 

“ " a coil .219 

“ battery, electric vehicle .477-478 

“ Delco system .389 

“ generator . A .467-337-410 

“ lamps.543-432-434-543 to 546 

“ storage bat’y per cell.. .440-441-410-416-864D 

regulation . 345-349-925 

regulator (Delco mercury type).380 

Volt-ammeter for garage use.414-864H-410-424 

principle of .398-414-410 

reading backwards .399-410-414 

“ “ tests .416-419-414-410-406 

Volt-meter .414-424-398-399-402-410 

“ for testing commutator.406-402 

" for testing storage bat’y.453-410-416-S64D 

" test when charging battery.460-453-461- 

416-410-864D 

to determine positive and negative pole...453 

V-thread .702 

V-type motorcycle engines .755 

Vulcanizer, electric .572-573-575-610 

** for shop use.574-575-610 

gasoline .570 

“ steam .574-570-610 

Vulcanizing inner tubes .570-572 to 574 

hole in top .847 

“ meaning of .571-565-564 

tires, sectional method.573-574-610-565 

tires, wrapped tread method.575-565 

w 

Wagner electric system on Studebaker.366 

Wagner generator and starter on Saxon.364 

Walden’s wrench set .611 

Waltham speedometer and clock.513-511 

Ward-Leonard electric system.342 to 344 

Warner steering device .692 

Warner lens .430-433 

Warped pieces, how to straighten. 696 

Washing a car .507-605 

Washing parts, table for.603-622 

Washrack for garage . 605 

Waste .602 

Waste can .602 

Watch, how to use as a compass.516 

Water above plates (battery).645-655-456 

and air for carburetion.735-828 

boiling and freezing point.585 

heats quicker at high altitude.582 

“ circulating systems on leading cars....543 to 546 

“ circulation, heating of.187-191-860-130 

distilled for batteries .455-474-709-458 

“ for drinking when touring.517 

freezing point of.451-585 

from chalky district .591-191 

frozen and streams .788 

height of, in radiator .185-591 


Water how to add to battery and kind to use 454-455-474 

“ hose rotting .193 

** in crank case.582 

" in gasoline. 

“ injected into engine.828-735 

“ jacketed manifolds .82-164 

“ manifold cracked .715 

“ presure and electricity (analogy).206 

“ pressure for compressed air.740 

“ pumps, centrifugal .1^? 

“ pumps, circulating .187 

“ purity of . 191 

“ rheostat .4(33 

“ soaked timer on ignition .247 

“ soft and hard .191 

" specific gravity of . *••••685 

** thermostat .-.130-860-191-187 

Watts, meaning of .207-431-477 

Watts hnd candle power of lamps. ^..,.467 

Waukesha engine (truck and tractor).833 to 838 

engine, timing ignition .312 

** governor . 835 

Waves and impulses of electric current.266 

Waves of electric current, peaks of.256 

Weak battery .422 

“ magnets .*03 

“ spring on commutator brush .404 

Weidley engine and valve grinding.136 

Weighted air valves, of carburetor...150 

Weight of cubic foot of water. 639 

" or pressure of an atmosphere.539 

" of gasoline .585-587-861 

Welding and cutting, prices usually charged.723-725 

** cylinders .721-726 

“ expansion and contraction .720 

“ flame an regulation of.719 

" iron, steel, aluminum, brass, copper.. .721-723 

“ outfit and parts of.719-727 

“ oxy-acetylene ...713 to 727 

pilot light .726 

" pointers .726 

“ pre-heating, preparatory to .721-726 

“ prices to charge for.721 

“ tank stand . 726 

“ tanks, where to obtain.725 

“ thin castings .723 

*' torch, lighting of .726 

Westcott rear axle adjustment .674 

“ spark and throttle control.496 

“ specifications .546 

Westinghouse bat’y and coil ignition.348-346-349-543-251 

" generator and stai'ter .357-360-346 

“ generator and starter on Locomobile. .362 

" ignition and generator combined.346-347 

" ignition system .251-543 

“ rectifier .466 

" shock absorber . 26 

“ starting method . 326-325-328 

Weston volt and ammeter....*.414-864H 

Wet generator, how to dry.409 

Wheel aligner and alignment .683-744-565 

" and engine speed.540 

" base, definition of . 17 

" hase, long vs short. 17 

‘ ‘ disk type.762 

“ load of tires, how to find..*.. 554 

“ lubrication .681-581 

" pullers .606-742-738 

“ rear, how fastened to axle. 679-931 

“ spokes, loose .810-762 

Wheels .681-762 

Wheels, adjustment of front.680-681 

“ comparative size ... 15 

“ out of line, cause tire trouble.588 

“ removal of .669-679 

“ revolutions per mile .540 

** (see "rear wheels” “front wheels”).679-681 

" testing of and trueing up.682-681-683 

" why small diameter . 15 

Which is best car.••.583 

Whip of crank shaft. 79 

Whistle, compression type .514-515 

Whistle, exhaust type .732-515 

White spark .584 

“ spark and throttle control.496 

" specifications .546 

" metal bushing .73-640 

" smoke, cause of .202-652-589 

Whitewashing garage wall .736 

Whitworth threads . ..702 

Why engine loses power.626 

• “ front wheels turn to the right. 23 

" racing engines are usually 4 cylinder.587 

Williams wrenches .611-238 

Willys-Knight wiring diagram .358 

" " specifications of .546 

“ " spark control and gear shift.499 

Winch for trucks.746 

Winding, motor and generator .332-333-335 

" of a high tension coil.219 




























































































































































































Winding of a jump spark coil .219 

“ armature .332-335 

“ a coil .240 

coil, partially short circuited.237 

“ coil, testing of .245 

“ Delco armature and field coils.381-387 

“ electric motor .323-325 

“ magneto .268-240 

magneto, size wire to use.240 

“ motor and generator.332 to 335 

shunt and compound.332-333-335 

Wind resistance, increase with speed.587-760 

Window ventilator .738 

Wind shield cleaner.736-508^ 

“ rain vision . 739 

how to keep snow and rain off.508 

Wind shield for tonneau.514 

Wing nuts .607 

Winton four speed gear ratio .583 

Winton, specifications .546 

Wipe spark, explanation of.215 

Wiping a joint.712 

Wire .207-240-427 

Wire, ampere capacity of.;.427 

Wire connections . :.427-428-240 

Wire for ignition, size to use.428-240 

“ " primary circuit .4 .240 

“ “ starting and lighting.425-428 

“ gauge .700 

grounding of .213-327 

“ how to determine size to use.427 

“ loop connection, how to make.741 

low tension .240 

“ of a magneto, how to insulate.297 

“ on a magneto, length and size of.271-583 

“ “ 00 ” size for starter motor.428 

“ primary secondary .240 

“ should be marked .241 

size to use .425-427-428-240 

terminals .607 

“ wheels for Ford.,.820 

“ wheels, address of manufacturers.762 

“ winding of magneto.240-302-268-271 

Wiring a car .425 

accessories .426 to 428 

battery to start on, dynamo to run on.217 

diagram book .(see adv.) 

diagram, Briscoe „.363 

“ “ Buick .388 

“ “ Cadillac .133-396 

Chalmers .358 

“ “ Chevrolet .364 

“ “ Delco .376-379-382-384-385 

“ “ Dodge.369-370-932 

Essex .676 

electric horn .515 

“ Ford .803-864B-430-823 

“ Franklin..362 

Haynes .373 

“ Gray and Davis.351-354-355 

“ Hudson “six-40” .382 

“ Hudson “super-six” .391 

“ Hupmobile .360 

“ King car.360 

“ Locomobile .362 

“ miscellaneous .•....923-924 

“ Marmon .361 

“ Maxwell .365-366 

“ Oldsmobile .393-394 

“ Overland .358-677 


« 

44 

l t 


Wiring Diagram Pierce-Arrow .349 

“ “ Reo .371-372 

“ “ Saxon .364 

“ “ Studebaker .368 

“ “ Willys-Knight .358 

“ “ four vibrating coils.226-231 

“ “ low tension magneto and make 

and break system.260 

“ “ light switch .429-426-427 

Wiring diagram, lighting circuits .429 

“ multiple switch connection.429 

for two sets of dry cells.217 

“ diagrams, (one two, three and four 

cylinder engines) .228-224-226 

high tension coil .229-231 

high tension magneto.297 

“ old cars for electric lights .429 

of Atwater-Kent system .249 

of low tension ignition.214-216 

“ plan of (G. & D.) “grounded switch” 

and “grounded motor” .355 

“ systems, how to test .429-737 

troubles, diagnosing, tests . . . .427-416-418-403- 

.429-577 

Wisconsin aviation engine.911 

Wooden separator for battery.444 

Wood plug tire.561 

Woodruff keys .708-709 

Woods, dual electric-gas car.479 

Woods, dual, specifications of.546 

Woodworth leather tread tires.559 

Work bench .617-605 

Work, meaning of.535 

Worm and nut steering gear.25-691 

“ and sector, steering gear.25-691 

“ drive, principle of .21-35-32 

“ driven rear axle .32-749 to 751-762 

“ gear drive, removing.750 

Worn bearings .641 

Wrapped tread tire repair.564-575 

Wrenches .611 to 613-824-238 

Wrench for crank case and shaft bearing.738 

“ for spark plug.611-612 

“ tire rims .*...611 

“ “ valve cap .738 

how marked .611 

how to find sizes of.611 

jew speeder .824 

open end .611 

“ S. A. E.611 

“ sizes for spark plugs.238-612 

socket type .615-824-795-592 

“ socket type for rear axle.730 

“ Stillson .614 

“ thin .611 

“ U. S. S.611 

“ Williams .611 

Wrist or piston pin.643-644-73-63 

“ pin on Ford.73-786-643 

“ pin, testing for knocks.638 


Yoked connecting rods .75-127-129 


Zenith carburetor, construction and principle.181 

“ “ gasoline level .168 

“ duplex carburetor .182 

Zero lap, meaning of.101 

“ line of current flow.266-267-308 

“ no correction of gravity readings at.450 



Airplane Insignia: (1) U. S. A., blue, white star, red center, was changed 
to circle, white center, blue ring, red outer ring with vertical red, white and 
blue stripes on rudder; (2) France, red outer circle, white circle, blue center; 
Belgium, red, yellow, black center; Italy, red, white, green center; Great 
Britain, blue, white, red center; (5) Germany and Austria, black cross, white 
back ground. 


French Chalk 


Gas 


.Amperemeter 

Hub . 

. Moyeu 

Rope . 

.Corde 

Induit 

Insulation . 

. Isolation 

Steering gear ... 

, .Direction 

)Voiturette. 

Ignition advance 

I/Allumage advance a Screw . 

.Vis 

• Essieu 

Jack . 

. Cric 

Shaft . 

.Arbre 

• Forgeron 

Jet (carburetor) 

•Gicleur 

Speed . 

.Vitesse 

■ Carburateur 

Lamp . 

. Lampe 

Speed (high) ... 

.Vitesse grande 

•Pedale de debrayage 

Lamp oil . 

•Huile a bruler 

Speed (low) . . . . 

.Vitessee petite 

•Fil de cuivre 

Lamp wick .... 

•Meche 

Start, to . 

Partir, demarrer 

•Chauffeur 

Link (chain) ... 

•Maillon 

Steer, to . 

Diriger 

•Electricite 

Magneto . 

•Magneto 

Switch . 

. Interrupteur 

.Engin 

Magneto ignition 

•Alumage par magneto 

Terminal . 

.Borne 

.Explosion 

Map . 

• Carte 

Tire (rubber) ... 

.Caoutchouc bandage 

.Talc 

Misfire . 

.Rate 

Tools . 

. Outils 

.Toute Vitesse 

Nail . 

. Clou 

Universal joint .. 

.Cardan 

.Entonnoir 

Nut . 

•Ecrou 

Valve seat . 

•Siege de soupape 

Gaz 

Odometer . 

•Odometre 

Valve, single ... 

•Monosoupape 

.Essence de petrole 

Oil . 

.Huile 

Vice . 

Etau 

.Generateur 

Oil can . 

.Burette 

Voltmeter . 

. Voltmetre 

.Graisse 

Overheating .... 

. Surchauffage 

Vulcanized . ... 

.Vulcanise 

.Marteau 

Pressure (high) 

, Haute pression 

Water circulation 

Circulation d’eau 

.Capote 

Pressure (low) .. 

.Basse pression 

Weight . 

.Poids 

.Corte 

Pump . 

, Pompe 

Wheel . 

Roue 

•Poire 

Radiator . 

Radiateur 

Wrench . 

. Clef 

.Auche 

Rim . 

.Jante 

Wire . 

•Fil 































































































































































































900 AIRPLANE SUPPLEMENT 

AIRPLANES: Different Types. Names of Parts. Control Mem¬ 
bers and Their Purpose. Instruments. Principle of Flight. 

It is not the intention of the "writer to deal with this subject in a theoretical manner. 

Merely the fundamental principles will be treated. See page 933 for Liberty Lngine. 

Types of Airplanes. 

Monoplane is a type of machine using but Pusher type is where the propeller (1) is 
one pair of wings or planes, or lifting sur- 1 14f+ir10r snrfaf,fi 

face, fig. 1, chart 398. 

The Biplane is the type using two wings or 
planes, as shown in the Wright-Martin or 
Curtiss, chart 399. It is the type used most. 

The Triplane is one having three wings 
or planes, fig. 4, chart 398. 

The Seaplane, also called the Hydroplane, 
and Hydroaeroplane, is the type shown in 
fig. 3, chart 398. 

Tractor type is the type of airplane where 
propeller (1) is attached to the front, pull¬ 
ing the machine through the air—see figs. 1 
and 3, chart 399. 


UdCA U1 tilt? ui maui m w 

and pushes the airplane instead of pulling 
—see fig. 2, chart 399. 

The tractor type is used most, however, 
in Europe, there are many “pusher” type 
machines. 

Engines used on airplanes are 4, 6, 8 and 
12 cylinder. With Gnome type explained 
in chart 403, the number of cylinders vary 
from 7 to 14. • 

A Twin-Engined Airplane refers to a type 
of airplane using two engines,—as the Cur¬ 
tiss, fig. 1, chart 399, and the Gotha, fig. 2. 


or Aerial Screw. 


Propeller 

This is a subject which interests aeronau¬ 
tical designing engineers, therefore will be 
treated briefly. 

The purpose of the propeller is to pull or 
push the airplane through the air which is 
termed the thrust. 

The principle of the propeller on an air¬ 
plane is similar to the principle of a screw 
propeller on a motor-boat, but differs in con¬ 
struction. 

The speed of the propeller is usually up to 
1400 r. p. m. and propeller in most instances 
is directly connected to crank shaft of en¬ 
gine. 

On some machines, the engine speed is 
higher, therefore the propeller is geared 
down. For instance, the Sturtevant and 
Thomas engine speed is 2000 r. p. m. and 
through a system of gearing, chart 402, the 
propeller is geared down to 1400 r. p. m. 

Twin propellers are where two propellers 
are driven from one engine by two chains, 
as on the early Wright machine, as per 
chart 402. 

Propeller slip—when the propeller screws 
itself forward the air slips past the blades, 
so that the propeller does not move forward 
so quickly as if there were no slip. For in¬ 
stance, if a propeller is designed with a pitch 

Control 

The rudder is used for steering the air¬ 
plane to the right or left, called “yaw¬ 
ing,” or changes direction of motion. It is 
usually operated by the foot by movement 
of rudder bar 23, chart 40Q, which is con¬ 
nected to the rudder (8) by wire cables. 
Moving rudder to the left causes machine 
to turn to the left and vice-versa. 

The elevators are used primarily for as¬ 
cending and descending. They are operated 
by movement of the lever (20), forward 
and backward. This movement raises or 
lowers the elevators by connection with 
lever by wire cables, which causes machine 
to ascend when elevator is up and descend 
or “nose-down” when elevator is lowered. 


of say ten feet, but advances but eight 
feet, then the slip is equal to 20 per cent. 

Pitch—the distance moved forward at 
every revolution of the propeller, if there 
were to be no slip, is called the “pitch.” 
The pitch multiplied by the number of revo¬ 
lutions per minute is the distance moved 
forward per minute. This will be the speed 
of the machine if there were to be no “ slip . f 1 

The two-blade propeller is used most and 
is considered most efficient. Four blade 
propellers are also used, but the two-blade 
will do the same work. For if a four-blade 
is used, then the pitch-ratio must be less. 

*Two types of two-blade propellers 
well worth mentioning, are shown in 
illustrations. One (N), is called the 
Navy type and the other (A) is 
called the Army type. The differ¬ 
ence between the two is in the curve 
or camber of blade. The diameter and 
speed of a propeller has a great deal to do 
with its efficiency. Therefore the diameter 
and pitch of a propeller must be designed 
according to power and speed of engine. 
Eight and ten foot di. are used extensively, 
but seldom under six feet. 

Thrust means to push or drive with force. 
Although this is not the technical meaning, 
we will accept it here. 

Members. 

This action is caused by the pressure of 
wind pocketing against the surface of the 
elevator which causes a “nose-up” position 
when up, and “nose-down” position when 
elevator is down. 

Banking, refers to lateral motion or tip¬ 
ping of either side. The movement can ,be 
controlled by movement of the lever (20), 
to either side, which moves the ailerons (9, 
fig. 3, chart 399). By dropping the aileron 
down, on one side, the air pressure strikes it 
underneath, causing that side of wing to 
raise higher than the opposite side. At the 
same time the aileron is dropped down on 
one side it is raised on the other side, which 
by pressure of air on top, causes that side 
to lower. 

A. L. DYKE, St. Louis, Mo. 


Copyrighted 1918-1919. by 

‘Compression of engine not as high on Navy type engines as on Army type (see page 934). The 
Navy type propeller is often a “pusher” type. 






AIRPLANES. 


901 




Fig. 1—A Monoplane, note absence 
of lower wing surface. 

A “cabane” is the tripod above 
the wings to which the guy-wire 
bracings are attached. 


s' 



Fig. 4—Triplane—tractor type. Twin-engined. 

Fig. 6—A biplane, tractor type—with the “War¬ 
ren” truss (T) instead of wires and struts. 


Zeppelin Air-Ship. 


Fig. 3—A modern trac¬ 
tor type Seaplane, also 
termed a Hydroaero¬ 
plane. Hall-Scott equip¬ 
ped engine. Note the 
floats or boats for run¬ 
ning in the water. It is 
capable of running in 
the air or water. This 
machine would also be 
termed a “biplane.” 


Fig. 2—A modern tractor type Biplane. Equipped 
with Hall-Scott type A5 engine. Note the “cam¬ 
bered” wing and “staggered” struts. 



ALUMINIUM 

Shield 


ALUMINIUM 

Bulkheads®-- 


EXPOSED SECTION SHOWING 5 OF BPACING RINGS EVCpy 
THF ,-7 supper. CAS SAGS S6FTTO ENSURE 

DITY 


This type of air-craft 
would be termed a dirig¬ 
ible, lighter-than-air type 
—because it is support¬ 
ed in the air by gas- 

Engines are located in 
the forward and aft car 
swung - under the sup¬ 
porting frame-work. 

Propellers (screws) are operated by engine. There are four propellers, two on each Bide mounted above the 
cars to framework. Power is transmitted through bevel gears. Propellers are three-bladed and 10-ft. di. 


ELEVATION 

planes 


20 FT. LONG 
POevuAED ENGINE. 


iCCEW 


PLANES 


Change of altitude is effected by means of two pairs of plane-sets, one forward, other astern; each set made up 
of four parallel planes, attached laterally, just over the keel. 

Gas bags which support the machine in the air are placed as shown, with aluminum bulk-heads between 
each. Ruberoid is then placed over them and frame-work. If one bag is punctured, others will support 
craft, by throwing off ballast. The newest Zeppelins are 680 ft. long, 75 ft. di.; 60 m. p. h. 


CHART NO. 398—Airplanes; Heavier-Tlian-Air Aircraft. Dirigible; Lighter-Than-Air Aircraft. 

































































































902 


AIRPLANE SUPPLEMENT. 


AILERONS 


MAIN SUPPORTING UPPER WINGS 

OR AEROFOIL 

rAERIAL SCREW'*/') 





/ ~ FUSELAGE 

main SUPPORTING LOWER WINGS 


RUNNING GEAR 


OR AEROFOII 

Fig. 1—The Curtiss biplane—tractor type—twin-engined. 




_ 

_ 

/■ 

1 

pr 

A 

£ 

L 


10 

10 

' -■ -— t — V — 

front view (] 


(I A (1 





Fig. 2a—A gun tunnel 
is provided in some of 
the German make of 
machines. 





~8 


Side view showing 
naohine guns 

Fig. 2: Gotha “pusher” 
type biplane: Length of 

this machine is 41 ft.; total 
height 12 ft. 6 in.; span of 
upper wings including ail¬ 
erons 77 ft. 7 in.; span of 
lower wings 72 ft.; total 
surface of wings 1000 sq. ft. 



Types Of Airplanes. 
The illustrations on this 
page are intended to 
show the difference be¬ 
tween the “tractor” 
and “pusher” type— 
also the ‘ ‘ twin-engined 11 
airplane. 

The Curtiss, fig. 1; there 
are two propellers, each 
operated by a separate 
engine, therefore this 
would be termed a 
‘ ‘ twin-engined ’ ’ biplane. 
Note the propellers are 
in front, therefore a 
“tractor” type. 

The Gotha, fig. 2; is a 
‘ 1 twin-engined ’ 1 biplane, 
but “pusher” type pro¬ 
pellers, which are placed 
in the rear instead of 
the front. 

The Wright-Martin, fig. 
3; there is one propeller 
placed in front, there¬ 
fore it would be of tke 
“tractor” type biplane. 

Parts 

Of An Airplane. 

1—aerial screw or 
propeller. 

3—radiator. 

5— cock pits. 

6— fixed horizontal 
stabilizer. 


elevators. 


Fig. 3—A biplane—tractor type. 

On some types of machines 
the ailerons (9) are operated sim¬ 
ultaneously with rudder. For in¬ 
stance, in turning to the left, right 
aileron is lowered and rudder 
turned to the left, tilting or 
“banking’’ machine to the left, 
and vice-versa. It is always nec¬ 
essary to “bank" machine when 
making a sharp turn. 


8— rudder, which is hinged. Directly behind the rud¬ 
der is the rudder fin. 

9— ailerons—on some machines there are ailerons on 
both upper and lower wings. 

10 the wing surface, also termed upper and lower 
plane or aerofoil; the aerofoil, however, indicates 
the difference between an ordinary surface and one 
inclined at an angle to the direction of motion, 
having thickness and cambered or curved. 

11 the body; the fuselage is the framework separate 
from the wings. 

12—chassis or landing gear—see fig. 1. 


CHART NO. 399—Airplane; Types and Name of Parts. 

(Illustrations from Motor Age and Automobile.) 

















































































































































903 


Lateral motion can also be controlled by **warp¬ 
ing or twisting the main lifting surface or wing, 
which increases or lessens the angle to which 
the “leading edge” (fig. 9, chart 401), offers to 
the wing. This warping of the wing is now 
seldom used, the aileronB having taken the place. 
Many machines now have ailerons on both upper 
and lower wings. 


Stabilizer (6, fig. 3, chart 399) is for the 
purpose of preventing airplane from assum¬ 
ing a vertical position—especially when 
wings at front are at an extreme angle to 
the wind. In other words, the stabilizer 
buoys the tail up when flying. See page 
907, for further explantion of stabilizers. 


Brief Explanation of Ascending and Descending. 


When starting a flight, aviator enters 
cock-pit, fastens safety belt. Engine is 
started. Airplane then rolls swiftly over 
the ground and with a run of about 100 
yards, skimming the ground, the control 
(20) is moved towards him. This motion 
causes elevator surface (7, fig. 3, chart 399) 
to be tilted upward to line of flight and air¬ 
plane ascends. The start should be made 
against the wind. 

Starting of engine is usually by turning propel¬ 
ler. A number of modern airplanes are equipped 
with the starting system explained on page 321. 
When engine stops in mid-air, if not equipped 
with a starter, the aviator then gildes or spirals 
down. High compression engines can not be 
started by movement of propeller with air. It is 
stated that the Gnome will start in this manner. 

The ascension can be made in a forward 
or spiral motion. If a spiral, at reasonable 
height, then one side is “banked ’ 1 or tilted 
by movement of lever (20) to the right or 
left side. If the turn is to the left, the 
right aileron is lowered, which causes the 
air to 11 pocket ’’ against the aileron sur¬ 
face, creating pressure, therefore the right 
wing is raised higher, at the same time the 
rudder is turned to the left. The elevator 
is raised sufficiently to keep the wing sur¬ 
face at the proper climbing angle. 

fWhen descending, engine is throttled 
down to about 250 or 300 r. p. m. and ma¬ 
chine is 11 nosed-down 1f by movement of 
elevator down. Descent is made with a 
straight forward glide or wide circle or 


spiral, by movement of aileron or rudder. 
When within landing distance, the machine 
is 1 1 straightened-out }, by movement of ele¬ 
vator. This straightening effect, causes the 
machine to check its descension by a sudden 
air pressure under main wings. By skill¬ 
fully manouvering of elevator, the machine, 
after skimming over the ground, finally 
stops with tail-skid striking the ground first, 
(fig. 8, page 906). The wheels touch the 
ground last. Engine is then stopped. Land¬ 
ings are always made against the wind. 

It is difficult for the beginner to judge 
just where to “straighten-out” prepara¬ 
tory to landing. When he straightens out 
too soon, this often results in a novice land¬ 
ing 11 tail-heavy,” breaking the tail skids. 
When he does not straighten-out soon 
enough, the result is the wheels strike the 
ground, and this braking effect causes the 
plane to ‘‘nose-over ,’’ breaking propeller 
and bending engine crank shaft—see fig. 30, 
chart 401. 

When engine stops in mid air, the usual 
procedure is to 11 glide’ ’ or il spiral’ * or 
“ volplane” to ground, as explained. Land¬ 
ing is just as easy as if engine was running, 
except one must take chances on condition 
of ground where he lands. 

Gliding is a straight forward down move¬ 
ment just steep enough to assume effective 
control of the ship with power off. This is 
also called volplaning. 


Principle of Flight. 


There are two essential factors necessary 
in order that the airplane, a heavier-than- 
air machine, rise from the ground. They 
are thrust and lift. 

There are two factors which offer resist¬ 
ance to the airplane rising from the ground, 
they are known as gravity (resistance down¬ 
wards) and *drift (resistance horizontally, 
also known as ‘ ‘head-resistance.’’) 

The aerial screw or propeller produces 
the thrust through the air, which overcomes 
the resistance or drift. The lift increases 
as the speed of the thrust increases, there¬ 
fore gravity is overcome and result is the 
wings have a lifting effect, produced as will 
be explained. 

It is well to note that, for an airplane to 
be supported in the air, it is essential that 
it be kept in motion through the air and not 
by the motion of the air past the airplane 
stationary. In other words, the mass of air 
engaged, the velocity and force the wing 
surfaces engage the air, is the theory ad¬ 
vanced for the support of the plane in the 
air. 


How this lifting effect is brought about, 

is explained as follows: 

PARTIAL VACUUM 
OR LESS PRESSURE 
WHICH OFFERS LESS 


\VHERE AIR IS COMPRESSED 
GIVING A TENDENCY TO LIFT 
VARIES—SEE TEXT. 

Supporting and lifting effect under wing: 
The wing surface is (W). The horizontal 
line we will call the direction of “line-of- 
flight-or-motion. * ’ The dotted lines repre¬ 
sent the wind or air current, and at another 
point, say one-third of the way back from 
front or leading edge of wing tip, is the 
‘ * center-of-pressure ’ * or (C. P.—which va¬ 
ries, as will be explained later). As the bot¬ 
tom of the wing meets the air, it results in 


RESISTANCE TO LIFT 



LINE OF FLIGHT f 
OR MOTION 

CENTER OF PRESSURE 


- - 


Fig. 


jThe purpose of running engine slowly was to have power to ascend again if the landing was not 

favorable. The machine will slightly nose-down when power of propeller or thrust is off. If nosed- 
down too much descent will be too rapid. **Warping of wing tips is a similar action as lowering 
the aileron and for same purpose, see chart 402. 

* Drift also refers to resistance offered by the shape of wings, struts, etc., or any other factors which 
would have a tendency to oppose lift. 

*A spiral is made when space is limited in landing. A glide usually carries one a great distance. 







904 


YOKE 




Fig. 1—An exaggerated il- 
lustratisn of control levers 
and instruments Hsing 
“stick-control.” 

Fig. 2—An exaggerated il¬ 
lustration showing a “wheel- 
control,” called the “Dep’ 
control. (Deperdussin.) 


HINGE 

Fi/T \ ailei?on/ 

-«* / c. CABLES^ \ 
A^elevatop cables-*' 






Name and Purpose of Control Levers and Instruments. 


20— Control stick (on many machines a wheel con¬ 
trol is used as per fig. 2). This lever controls 
the movement of ailerons (9, chart 399) by mov¬ 
ing to either side. By moving forward and back 
it operates the elevators (7, chart 399). 

21— Aileron cable or wires; 22—Elevator cable or 
wires; 23—Rudder foot control; 24—Rudder 
cables; 25—Ignition or magneto switches; 26— 
Carburetor throttle lever; 27—Ignition advance 
lever; 28—Map holder; 29—Thumb nut for roll¬ 
ing map. 

SO—Tachometer, similar to a speedometer. Indi¬ 
cates number of revolutions of engine crank 
shaft, connected by flexible shaft; 31—Clock. 

32— Temperature thermometer, or indicator, is for 
the same purpose as the “motor-meter,” ex¬ 
plained on page 188. This instrument, however, 
instead of being placed in the top of the radia¬ 
tor cap, is placed in view of the aviator by con¬ 
nection of an extension pipe. It is also often 
installed directly in the water pipe, coming from 
the cylinder nearest the propeller. Due to the 
fact that if water becomes low in radiator, it 
does not operate properly—hence reason for plac¬ 
ing it in the water pipe. 

33— Altimeter, which indicates the height. The * 
barometer of the aneroid type is also used for 
this purpose which indicates the height by in¬ 
dicating the density of the air. The higher the 
altitude, lighter the air and less the gravity. 

34— Oil pressure gauge, indicates oil pressure of 
engine oiling system. 

35— Gasoline gauge, indicates pressure of air in 
gasoline tank. The pressure fuel system is in 
general use, per page 854 (see also page 909). 

36— Banking indicator, stands at zero or center 
when a machine is on a level—when wings bank 
or tip to the side, the needle moves accordingly 
from either side of zero. This instrument is 
also termed an Inclinometer. 

The Inclinometer, in other words, indicates angles, 
and is nothing more than an arched spirit level. 
One is mounted to show angle at sides or lat¬ 
eral 'stability (side tips), and another could be 
mounted to show the horizontal stability or 
“nose-down” or “tail-down” position (the air 
speed indicator is also suitable for this). 


37—Wind shield; F—Compass, indicates direction. 

Air speed indicator, a type called the “Foxboro,” 
(not illustrated) consists of a very strong and ac¬ 
curate low-range indicating differential pressure 
gauge. Indicates the air pressure. For instance, 
a nose-down direction will show an increase of air 
pressure and a tail-down a decrease. Therefore, in 
a way, it serves as an inclinometer. 

The instrument is located at any current point to 
be observed by the pilot, and is connected to a 
Pitot tube or nozzle by means of smooth copper 
tubing. 

The scale on the indicating part of instrument is 
calibrated to read in the unit of miles per hour, this 
being the relative wind or force, acting against 
the planes of the machine and holding it in the 
state of buoyancy. 

The nozzle is especially calibrated for use with 
these instruments, and is usually located on one of 
the forward midwing struts with the nozzle point¬ 
ing in the direction of motion, so made that water 
or moisture cannot enter, (see page 800 for prin¬ 
ciple of Pitot tube.) 

The throttle lever is used to govern speed dur¬ 
ing flight. The spark lever is retarded when start¬ 
ing engine on the ground and advanced after en¬ 
gine is started and then advanced and left in 
this position. 

There are usually two magnetos for engine, a 

separate switch is provided for each ignition unit. 

Control movements; To ascend, pull lever (20) 
back, this places elevator up. To descend, move 
(20) forward, places elevator down position. To 
balance machine if inclined to right, move (20) to 
the left side, this lowers right aileron, which causes 
right wing to raise. To balance, if inclined to left, 
move (20) to right side, this lowers left aileron, 
causing left wing to raise. To turn to right, first 
bank” or tilt machine to the right, by moving 
(20) to the right side, lowering aileron on left, 
raising left wing, then move rudder to right by 
movement of rudder bar (23), right side. To turn 
to the left, “bank’’ to the left and rudder to the 
left. Neutral position; elevators are level position 
also ailerons and 23 and 20 in vertical position. 


CHART NO. 400—Control Levers and Instruments. See also page 921. 

At high altitudes the air is lighter or less dense, therefore lack of air causes a decrease of about ten per cent of 
engine power at and above 6000 feet. Carburetors are designed with air openings which can be opened wider at 
high altitudes in order to increase air supply to carburetor. 









































































































































905 


AIRPLANES. 


the air striking the under part of wing, 
when it is compressed, causing it to **push 
up against the under surface of the wing 
and is gradually diverged downward, thereby 
giving the wing its supporting effect. 



This is further demonstrated by the wings of 
a gull (fig. 1A). We will assume that the gull 
is making a flight in a horizontal direction as 
per “line-of-flight” (fig. 1). The wings would 
assume a horizontal lifting position as shown, (B). 

Lifting effect above wing. Over the up¬ 
per surface of the wing the opposite action 
is taking place. 

Instead of pressure above the wing, a 
partial vacuum is created by the air strik¬ 
ing the forward edge of the wing and be¬ 
ing deflected upwards and over a greater 
part of the wing surface as shown in fig. 1. 
In other words, meaning that there is very 
slight air pressure above. The result is 
that if the pressure below the wing is 
greater than above it, and a partial vacuum 
is created above the wing, the mass of air 
engaged under the wing by motion pro¬ 
duced by the thrust of the propeller, will 
cause the wing to have a lifting effect. 
This is the fundamental principle of flight. 

To demonstrate the theory that a partial 
vacuum is created above the upper surface 



of a curved wing; take a sheet of paper 
and hold it as shown in illustration fig. IB. 
If you blow horizontally on the edge at 
B, along the upper face, the rear of the pa¬ 
per will rise (L). Blowing along the under 
surface will be found to have a much less 
steady effect in lifting the rear end. 

If we now hinge the rear (fig. 1C), at about 
*4 of its length and curve it down, blowing 
along the upper surface of the sheet, the 
rear hinged portion will lift almost verti¬ 
cally in the air and right in the face of the 
wind, whereas if the hinged portion be kept 
flat it will not lift, and if rear end is curved 
upward it will only vibrate and act as a 
drag to the lifting effect of the sheet or 
plane forward of the hinge. 

This brings out the fact that a curved 
plane is necessary and the hinged portion 
explains how the ailerons give a lifting 
effect to that side of the plane when lowered. 

There are a number of factors that must 
be considered in order to obtain the best 
lifting effect. Two particularly, are the 
curve or “ camber’ ’ of the wing and the 
“angle * 1 it is placed in relation to the 
“line-of-motion ’ ’ or flight, as will be ex¬ 
plained. 



Angle-of-incidence; W, is the wing; O, is 
the center line of wing from which we will 
base our angle. The line-of-flight or motion 
is shown below it. 

The angle between this line (0) and the 
line-of-motion is termed the ‘‘angle of in¬ 
cidence” and right here, together with the 
curve or camber of the wing, is what gov¬ 
erns the lifting capabilities of an airplane, 
of course assuming that the thrust is equal. 

Camber of the wing, or the curve, is nec¬ 
essary on top as well as on the bottom. 
The camber varies with the angle-of-inci¬ 
dence. The greater the velocity, the less 
“camber” and “angle-of-incidence.” 

For great lifting at steep incline or angle, 
the wing with a greater curve or camber is 
designed. But, when a wing is designed 
for great lift, speed is sacrificed. 

For gTeat speed, the wings are not cam¬ 
bered or curved as much. When designed 
for speed, then extreme lift per square foot 
of surface is sacrificed. 

Airplanes designed for high speed cannot 
land at slow speed. 

Airplanes designed for landing slow and 
safe and getting off the ground quickly, 
then sacrifice high speed. 

When airplanes are slow speed they are 
likely to encounter “air-pockets”—mean¬ 
ing that if a gust of wind traveling at a 
greater # speed increase than the flying range 
of the airplane, should strike the airplane 
from the rear when flying, the result would 
be that the plane would drop, due to the air 
support being taken out from under the wings. 
To overcome this, the aviator “noses-down” 
until greater speed is obtained when he 
“ straightens-out ” again and assumes his 
climbing angle. 

The aim of designers therefore, is to pro¬ 
duce a machine which will get off the ground 
quickly, lift, have maximum speed and land 
at a safe speed. 

The lift decreases at higher altitudes, due 
to the fact that the air is lighter or less 
dense, which affects the operation of engine. 
There is also a limit to the climbing altitude 
of a machine, for instance, it will be seen 
that the higher speed the plane is put to, 
the greater will be the pressure below the 
wing and also the vacuum above, so that 
after the vertical pressure on the wing 
equals the weight of the machine, any fur¬ 
ther pressure on account of higher speed 
would tend to flatten out the angle at which 
the wing is flying, reducing the angle, bring¬ 
ing it more to a straight line, causing the 
airplane to travel in a horizontal line in¬ 
stead of lifting it upwards. 


**The air must meet the wing sxirface at such an angle that a downward velocity be given to it after 
the plane has passed over it. The actual velocity required will depend upon the weight to be carried 
and the supporting surface that is used. 

*It is rare that a wind gust appears with over a 20 miles an hour increase in air speed, so that if 
any plane today has a speed range of 20 miles per hour—say from 40 to 60 or 50 to 80—this plane is 
practically free from the effect of this type of “air pocket.” (from “Acquiring Wings”—see foot 
note page 907.) 







006 


AIRPLANE SUPPLEMENT. 


Empennage. 

The empennage is the tail assembly. 

Fig. 21—Top view of 
rear control mem¬ 
bers: S—stabilizers; 

E — elevator* which 
are hinged and oper¬ 
ated from seat by 
control (20, chart 
400) ; E — vertical 
rudder, operated by 
rudder foot bar (23). 

Fig. 21A—Side view 
of above. The tail-skid (W) is a form of 
shock-absorber, which prevents damage to 
rear when landing. 



*Flying Terms. 

A nose-dive (1); occurs when a descent is 
made at too great a speed and too steep an 
angle, so that supporting pressure is lost. 
Considerable rudder and elevator action is 
necessary to place machine horizontally again. 

Tail spin (2) ; machine in vertical position, 
tail-up and being turned in a spiral, due to 
several causes. One cause, is due to failure 
of rudder or elevator to operate, after mak¬ 
ing a “nose-dive,” causing machine to be 
forced into a small spiral—a very bad and 
dangerous predicament. 

Spiral (3) ; to descend or ascend in a spiral 
or wide circle. 

A loop (4) ; speed is gained by a steep dive, 
then with movement of elevator the loop is 
made with power on. After looping, eleva¬ 
tor is used to straighten out. 



west Dive 



tail SP»n 


( 

>o 

< 

* 

* 2 ? 

5 tail subfc 

V. 

/ *'. . 

O'Vto-. V ■ 

V 1 

0 

0 

3 

1 —- 

\ *■ 

\ 

Rt COVER r 

SP»RAi 


% 

'-r 


fy 

"jIDt SUf 

Banking 


Stall (5) ; when trying to climb at too steep 
an angle, new pilots sometimes allow their 
machines to slow down below their support¬ 
ing speed, when they “stall” and drop tail- 
first or “tail-slide” as shown. This used to 
be a dangerous happening, but if sufficiently 
high in the air, modern stable type machines 
will recover as shown in dotted lines (re¬ 
covery). 

Side-slip (7) ; caused generally by taking a 
turn with insufficient banking, which causes 
the wings to lose their sustaining effort, once 
forward motion is stopped. Fliers who know 
how can now slip for hundreds of feet and 
right themselves safely (see page 907). 

Banking (9) ; means that the machine is 
tilted to right or left side. Necessary in 
turning. Too great an angle will cause a 
slide-slip (7). See page 900 for method of 
banking. 


Landing. 

The proper method to land is per (8) above, 
and per page 903—tail first. 

Fig. 29—When 
landing, “tail- 
heavy,” the 
tail skids (T) 
are broken. 

Fig. '30—When landing “nose-heavy,” due 
to not straightening out soon enough (see 
page 903), the propeller is broken ,and crank¬ 
shaft bent. These are common occurrences 
in training schools. 










Fi«l7 


Dihedral and Aspect-Ratio. 
Fig. 7—The Dihe¬ 
dral angle of an 
airplane is the up¬ 
ward tilt given to 
the wings, or the 


. I.KADJNII 
>. UUK4 




Ffc. 1 

TKAILI.N‘6 

CDOt 

1 

3 


angle they are to each other as shown 
at A. Note (B) in center is lower. 

The purpose is to assist lateral stabil¬ 
ity. Quite often it is possible to tell 
the make of machine in the air by its 
“Dihedral,” as this varies on different 
makes. 

Pig g —a low-aspect-ratio airplane. 

Note the “chord” or width of wing is 
broad and “spread or span” is short. 

Fig 9—A high-aspect ratio airplane. 

Note the “chord” is narrow and the 
“span” is long. The spread or span 
divided by the chord gives the aspect- 
ratio. The same area surface is in 
each. Large slow machines usually 
have high-aspect-ratio and speed-scouts, low aspect, bee 
page 907. The high aspect is most efficient. 

Leading edge, is the front part of wing; trailing edge, rear. 

Horizontal and Climbing Anglo. 

A_Horizontal flight; the propeller thrust (T) is slightly 

below the horizontal line (H). Although this would appear 
to be descending, the thrust of propeller, when wings are 
at a low angle, would have a tendency to keep machine 
in a horizontal position. This gives greater speed when 
flying at low altitudes in a horizontal direction. 

B—Low angle of climb; the propeller thrust (T) is now 
•horizontal, also line (H). This gives a slight increase of 
ancle to wings, therefore there would be a slight angle of 
climb at low altitudes. The speed is less however, as 
the increase of angle of wing surface to the air produces 
greater lift but less speed. rt 

C—Climbing angle; the pro- •“ - *■ ~ * '•»- 

peller thrust (T) is now ' Wirin' 

slightly above the horizon- . /\ 

tal line (H); which gives 
a slightly greater angle to 
the wings. This is con¬ 
sidered the best climbing 
angle. The speed how¬ 
ever is less than in (B), 
as the resistance is greater. 

D—Extreme climbing angle; 
the propeller thrust (T) is 
now considerably above the 
horizontal line (H). The 
angle of wings is increased 
still more—result is greater 
lift or angle of climb, but 
resistance is still greater, 
therefore speed is less than 
in horizontal climb and B 
& C climb. 

Fig. 12—Excessive climbing 
angle; the wings are now 
placed at a still greater 
angle. The center of pres¬ 
sure (OP) works to the 
rear of the wing, giving a 
tendency to oppose the 
thrust by the wind pocket¬ 
ing at the rear and trying 
to raise rear of curved wing 
which causes great resist¬ 
ance therefore considerably 

less speed and the machine '■* 

instead of climbing will 
move horizontally (or stall, 
page 907). 

If the angle is increased to 
a greater extent the cen- 
ter-of-pressure will work 
out from under rear of wing, as explained on page 905, and 
result will be a droD. 


Note; illustrations are exaggerated in order to more clearly 
explain the ill effect of climbing at too great an angle. 

Fig. 13—The thrust line (T) is the line running from 
rear, through center of propeller. The lift line (L) is 
the line slightly back of the gravity line (G). The grav¬ 
ity line is or should always be slightly forward of the lift 
line, due to the fact that the machine should be “nose- 
heavy” and not “tail-heavy” when gliding, with power 
off. When power is on the thrust overcomes this tendency 
of nose-heavy. In other words if the power is off it is 
important that the machine descend “nose-down” instead 
of “tail-down.” The drift line (D) is above thrust line. 


CHART NO. 401—Miscellaneous Airplane Information. 

•Several of these illustrations from Acquiring Wings—see foot note page 907. See page 93 for explanation of 
degrees. 









































AIRPLANES. 


907 


When climbing, there is a minimum and a 
maximum angle. The minimum angle gives 
the greater velocity and maximum less vel¬ 
ocity. Too great an angle would cause ma¬ 
chine to fall—because the center of pres¬ 
sure would be changed as explained in the 
next paragraph. 

Center of pressure is continually changing. 
For instance, when the ‘ 1 angle-of-incidence’ ’ 
is about 7 degrees between, the line (O) 
and line of motion (fig. 2); as this angle is 
increased, the center of pressure moves to¬ 
ward the rear, therefore, if angle is too 
great, the center of pressure would move 
from point where it would properly support 
the wing surface and result would be a fall. 

~ <x dJ///-'7n7T7TTT*^ 

Fig. 4 Fig-G 

Fig. 4 A stabilizer wing is usually slightly curved 
at both ends. 

Fig. 6. A wing for the control surfaces, are 
usually double convex type. 


Purpose of stabilizers; if center of pres¬ 
sure moves forward, the rear of machine has 
a tendency to drop, tail-down, therefore 
stabilizers (6, fig. 3, chart 399) are pro¬ 
vided to assist in stabilizing or balancing 
the rear, also prevents pitching forward. 
This is known as “longitudinal stability.” 
Stabilizer wing surfaces—see fig. 4. 

Lateral stability is necessary to prevent 
side tipping. This lateral balance is usually 
maintained by “warping” the wings or 
movement of the ailerons, the latter method 
being used mostly. On monoplanes the 
warping method is used extensively. 

Directional stability applies to an airplane 
being thrown out of its course of travel, for 
instance, by a sudden heavy gust of wind. 
When turning sharply, it is necessary to 
make a steep “bank” (tilting sidewise). 
If this banking is extreme, then the plane 
“side-slips” or falls (page 906). This is 
overcome by operating the controls and 
“nosing-down” until speed is gained then 
* 1 straightening-out . } ’ 


GLOSSARY. 


AERDROME—a field or grounds used for flying 
purposes. 

AEROFOIL—a cambered, or curved wing, or the 
lifting surface—but curved. 

AERONAUT—one who follows the profession of 
flying. 

AEROPLANE—a machine used for flying, which 
is power driven and heavier than air. 

AILERON—a wing of smaller size placed usually 
as shown in fig. 3, chart 399. Produces a side 
or lateral tilt. 

AIRPLANE—same as aeroplane. 

AIR-RESISTANCE—the resistance offered to the 
thrust of the machine—approximately four 
times as much power is required if it is de¬ 
sired to double the speed. 

AIRSHIP—a balloon type, lighter than air. 

ANGLE OF INCIDENCE—the angle that the line ‘ 
(O), page 905, fig. 2, makes with the line of 
motion or flight. 

ASPECT RATIO—if a wing is six times as long 
as it is deep, having a spread or span equal to 
six times the chord, it has an aspect-ratio of 
six, which is about the average for training 
biplanes. Anything much above this would be 
called a high-aspect ratio, whereas wings three 
times as long as they are deep, would be said 
to have a low aspect-ratio. See figs. 8 and 9, 
page 906. 

AERIAL SCREW—the propeller. 

BANKING—a term applied to the side tipping of 
an airplane when turning. 

BAROGRAPH—records the altitude reached. 

BAROMETER—the aneroid type indicates the alti¬ 
tude by density of the air. 

CAMBER—a curved surface usually applied to 
the curve of the wing or propeller. 

CENTER OF GRAVITY—a vertical center line 
which would be termed the weight center. 

CENTER OF PRESSURE—a point under wing, 
from front edge where pressure is centered to 
greatest compression or balance. 

CENTER OF THRUST—a line running from cen¬ 
ter of aerial screw to rear, fig. 13, page 906. 

CHORD—the width of the wing. 

DENSITY—compactness; mass of matter per unit 
of volume. 

DRIFT—this word and resistance are analogous, 
applies to the resistance offered to a machine 
when moving forward. 

DIHEDRAL—see fig. 7, chart 401. 

ELEVATOR—a small wing (see fig. 3, chart 399), 
for ascending or descending. 

FORCED LANDING—a landing necessitated by 
reason of impaired engine. 

FUSELAGE—the framework of an airplane, see 
fig. 3, chart 399. 


GRAVITY—the force which draws a body to the 
earth. The higher the altitude, less the grav¬ 
ity. 

GLIDING—a term used when descending with 
power of engine off. 

GYROSCOPE—to give steadiness to flying ma¬ 
chines. Intended to keep machine in upright 
position. 

HANGAR—similar purpose as a garage. A place 
or shed for airplane. 

LATERAL STABILITY.—the stability of an air¬ 
plane. To oppose lateral or side tipping. 

LONGITUDINAL STABILITY—the stability of an 
airplane. To oppose tipping forward or back¬ 
ward. 

LIFT—the lifting and supporting effect of the 
airplane wing. 

MONOPLANE—an airplane with one pair of wings. 
The monoplane usually has great speed as the 
resistance to the wind is less. 

PITCH—the distance the aerial screw or propeller 
advances when completing a revolution. 

PLANE—a level surface. Usually applied to the 
wings of an airplane, but which are usually 
curved or cambered. 

RUDDER—a vertical surface used for turning— 
see fig. 3, chart 399. 

RUNNING GEAR—the wheels and its parts by 
which the airplane lands and runs along the 
ground. 

SHIP—the airplane. 

SIDE SLIP—see page 906. 

SPIN—when through loss of flying speed ship 
drops nose first with a rotary motion. 

STALL—a ship stalls when it loses flying speed. 

STABILIZER—see page 903 and above. 

SKID—a support usually placed at rear of aero¬ 
plane to absorb the shock when landing, see 
fig. 21A, chart 401. 

SKIDDING—a term used when an airplane goes 
to the side further than intended when turning. 
Also applies to landing. 

TAIL-SLIDE—see page 906. 

TAIL SPIN—see chart 401. 

TAKE OFF—maneuvering after leaving ground 
under its own power. 

TAXYING—maneuver of ship on the ground un¬ 
der its own power. 

THRUST—applies to the aerial screw or propeller 
to push or drive forward. 

TRAILING EDGE—see fig. 9, chart 401. 

VOLPLANE—see gliding. 

WIND TUNNEL—a tunnel used'for experimental 
purposes for airplanes, employing artificial air 
at various pressures. 







908 


AIRPLANE SUPPLEMENT. 


Structural Parts. 


A Geared-Down Propeller. 








Structural parts, outside of the engine or propelling ma¬ 
chinery, consists of three parts as follows: 

(1) the fuselage or frame work or body; (2) the control 
members, as rudder, elevator etc., (3) the wings. 

The fuselage is usually made of light wood (spruce) ma¬ 
terial and braced with wire and then covered with sheet 
aluminum or fabric. The control members are shown in 
charts 404, 401. 


Wing Construction. 


The wings are made as follows: (A) is the main or end 



wood or metal; the rear or 
tubing and sometimes wire. 


wing rib, fig. 25, which it 
will be noted is curved or 
cambered; other inside ribs 
are shown; B and Bl, are 
front and rear. 

Spars; C and D are thin 
braces running through the 
ribs; at the front or “lead¬ 
ing-edge,” the material is 
“trailing-edge” is small steel 


The covering material of wing completely covers wing, above 
and below by being sewed and then varnished with a spe¬ 
cial varnish or “dope’’ to make material water-proof. The 
material used in most instances is linen, unbleached. Rub¬ 
ber proofed cloths of all kinds have been tried. 




The struts are the up rights (figs. 28 and 24). They are 
made of various material. Spruce is used extensively 
which comes from California. They are cut in half-lengths, 
center scooped out to lighten them and glued together. Bam¬ 
boo was formerly used and steel tubes are sometimes used. 

The staggered strut is one placed at an angle, between main 
side ribs A and Al, as shown in fig. 24. This places the 
upper wing in advance of the lower wing as shown at (D), 
which is termed “stagger.” 

The gap is the distance between the upper and lower wing. 
On a “staggered” type, it can be less than when struts 
are vertical as shown in fig. 28. 

Overhanging is a term used, when the upper wing is longer 
than the lower wing and projects over lower wing at each 
side. 


Bracing Wires. 

Bracing wires, or as we would term it, guy-wires, are neces¬ 
sary. There are usually cross wires in between the ribs 
and spars which are covered over and cannot be seen. 
They assist in supporting the wing frame. The wires at 
end, per fig. 24, are “Incidence wires.” The lift on the 
upper wing causes a tension as shown in arrows. The lift 
or push under lower wing causes a pressure against rear 
strut—fig. 24. Drift wires, fig. 27, take the resistance of 
the forward motion, the wires opposite are simply reinforce¬ 
ments, sometimes called landing-wires. 



The wire, generally used is silver plated piano wire of No. 
26 or 28 size. Although stiff, it is not tempered. The 

method of fasten¬ 
ing wire is import¬ 
ant. Fig. 26, shows 
the end of wire (W) 
looped and fastened in a special fastening (E), which is 
connected with a turn-buckle (T), for tightening. An or¬ 
dinary loop or eye will give. 




Exhaust 


The exhaust outlet of an 
airplane engine is usually 
arranged as shown at E. 


A geared-down propeller is used (fig. 15) 
where engine speed is higher than desired for 
propeller. 

Note the direct-drive propeller, chart 407. 



E—connects through disc (B) driving gear A, 
thence gear above it which is connected to 
propeller 6haft. 

Early Model Wright Biplane. 

As a matter of information the illustrations 
are shown of this early machine. The eleva¬ 
tor planes (V) are placed in front of ma¬ 
chine. The one engine (M) drives two 
propellers (H). 

Instead of ailerons the upper wing tips (fig. 
23) and lower wing tips (fig. 24 below) axe 
“warped.” or flexed. This is a similar ac¬ 
tion to lowering and raising the ailerons as 
on other machines. 





A, the main 
planes; V, the 

forward elevation 
planes; Z, the 

rear vertical rud¬ 
ders; S, the for¬ 
ward fixed rud- 

d e r s; D, the 

starting rail, the 
machine being 
mounted on its trolley; M, the engine; 0, the 
driving chains; H, the propellers; P, the seats 
for driver and passenger; R—radiator. 


For instance, turning to the left; (1) rudder 
is broug-ht to left; (2) aeroplane then makeB 
turn and its outer tip or wing rises; (3) 
wrings are flexed so that inner tip of wing is 
depressed (in other words the warping of the 
wing causes the angle of incidence to in¬ 
crease) and rudder is put over to right; (4) 
inner tip then lifts and tries to slow down, 
but as the rudder opposes this tendency, the 
machine is kept on its course. 



Fig. 23—Method of “warping” the 
wing tips on the early Wright biplane. 

Fig. 24—Method for “warping” lower 
wing tips. 


CHART NO. 402—Miscellaneous Information. 



































































































































































AIRPLANE ENGINES 


909 


There are a score or more airplane engines. 
To deal with all would require a book in 
itself, therefore only typical examples will 
be shown. 

Types of Engines. 

We will classify airplane engines as 
‘‘fixed type 1 ’ and “revolving cylinder 
type.” 

The fixed type is where engine cylinders 
are stationary and are made in 4 and 6 
cylinder vertical and 8 and 12 cylinder 
“V” type. This is the type in general use 
and is similar in principle to the automobile 
engine, especially of the racing type, which 
is designed for running at maximum speed 
for long periods of time. 

The 8 and 12 cylinder “V” engines are 
very popular, due to the low weight per 
horse-power. The flywheel is practically 
eliminated, as the propeller takes its place. 

The revolving cylinder or “rotary-cylin¬ 
der” type is the Gnome, (chart 403), a 
French invention. This style of engine was 
used extensively in small, high speed, single 
seated machines. Another is the La Rhone. 

A German machine used an engine of this type, 
called the Fokker, but it was copied from the 
French. Roland Garros was the father of it. He 
used a Morane-Saulenier, a small, fast, single- 
seater of French design, using the Gnome engine. 
Garros contributed to its development of adding 
the method of synchronizing the time of gun shot 
with time of propeller, in other words, so that he 
could shoot directly ahead yet not damage the 
propeller. This machine was captured by the Ger¬ 
mans and improved and renamed the Fokker. 
These machines were soon discarded in favor of 
Biplanes. The rotary engine has also given way 
to the fixed engine of the automobile style with a 
multiple of cylinders, lighter and more powerful. 

♦Airplane Engine Ignition. 

Ignition is usually by magneto. Two 
separate systems are usually provided, each 
having separate wiring and plugs. 

For instance, on the Wisconsin 6 cylinder 
engine, chart 405, there are two 6 cylinder 
magnetos. Both operate at the same time, 
and both are connected to the same spark 
advance lever. Should one fail, the other 
will still operate engine, but with slight 
loss in power. 

On the Wisconsin 12 cylinder engine, 
there are four 6 cylinder magnetos, two 
for each set of six cylinders. See chart 404, 
fig. 3, (M1-M2). On twelve cylinder en¬ 
gines—two 12 cylinder magnetos could and 
are used on some of the other makes of 
engines. See pages 290 to 29 2 and Insert 
for “Dixie” magneto. 

On the Hall-Scott 6 cylinder engine, two 
6 cylinder magnetos are used and driven as 
shown in chart 407. 

On the Sturtevant 8 cylinder engine, 
chart 405, there are two 8 cylinder magnetos. 
Therefore it will be noted that double igni¬ 
tion is provided. 


Spark Plugs. 

There are usually, two spark plugs per 
cylinder and due to the fact that nearly all 
airplane engines have overhead valves, the 
plugs are placed in the side of the cylinder. 

Spark plugs for airplane engine use must 
be of substantial construction in order that 
they stand the high compression—page 238. 

Engine Starter. 

The starting of engine by turning pro¬ 
peller by hand was the method formerly used, 
but self starters are now being placed on a 
great number of machines. The Christensen 
“gasoline and air” method, explained on 
page 3 21 being a popular system. 

Fuel and Fuel System. 

Fuel used, is gasoline. The Hall-Scott Co. 
recommend gasoline as follows; gravity 58- 
62 deg., Baume A. Initial boiling point 
(Richmond method) 102 deg. Fahr., sul¬ 
phur .014. Calorimetric bomb test 20610 
. B. T. U. per lb. This latter part may read 
like Greek to the average student, but it 
means that the gasoline must be of a test 
which will produce a certain heat. For in¬ 
stance, a piston 10 sq. in. head surface 
and operating at a speed of 2000 ft. per 
minute would burn approximately 0.146 lb. 
of gasoline per minute. As one pound of 
gasoline contains about 19,000 British Ther¬ 
mal Units (the unit of heat—B. T. U.) the 
total heat generated per minute in the cyl¬ 
inder would be 2,774 B. T. U.’s at sea level. 

This will give a fair idea of the thermal 
(heat) conditions of an engine used for 
airplane work operating continuously under 
full load. Therefore the Calometric test is 
a test for measuring the heat produced— 
which is an important factor in airplane 
engines, (see page 861, meaning of B. T. U.) 

The fuel system used on most airplanes is 
the principle described on page 854, used 
on the Packard, by which the gasoline is 
forced to the carburetor by air pressure, but 
instead of being forced to carburetor, the 
gasoline tank is hung low and gasoline is 
fed by pressure to a small tank under upper 
plane, which feeds the carburetor. 

Lubrication. 

The force feed system is the adopted 
and standard method, an example of same 
is given on page 915. Note method of •cool¬ 
ing the oil. 

♦♦Compression. 

The compression of airplane engines is 
somewhat greater than on automobile en¬ 
gines. As a rule the explosion pressure is 
four times the absolute compression pres¬ 
sure based on the assumption that the cyl¬ 
inder is filled with charge to atmospheric 
pressure at the beginning of the compres¬ 
sion stroke. 


The water cooled engine with multiple of cylinders developing large horse-power with cylinders made of 
aluminum with steel or cast iron liners and those with steel cylinders with welded steel jackets are 
proving to be the successful types of airplane engines. *See also page 293—Dixie magneto. 

♦The reason for cooling the oil is due to the fact that an airplane engine usually runs at full power 
for long periods of time and considerable heat it generated. When petroleum oils are treated with air 
and oxygen at temperatures above 300° F., water and carbon dioxide are readily formed. The oil 
also loses its heavy lubricating film, so very necessary between bearing surfaces, and thins down to a 
point where the lubricating film is lost. Hence advantages of keeping oil at a low temperature. 

♦♦The compression on a motorcycle engine, per Insert No. 3, as a general rule is also rather high 
where 6peed is desired, but on the U. S. A. motorcycle engine, the compression is slightly lower than 
the average. This somewhat depresses the power curve, but engine will run better on wide open 
throttle at lower speed, enabling machine to “h-ang-on” with great tenacity and pull with power 
through sand, mud, etc. The U. S. A. motorcycle engine is similar to engine shown on Insert No. 3. 
with overhead inlet valves at 45 degrees. See also pages 793, 817, 629, 626, 640 on compression 


910 





AIRPLANE SUPPLEMENT. 


A-air pressure pipe; B-fuel pipe; N—revolving cyl; 
inders: D—pulsation gauge for oil feed, E fuel con 
trol ealve; F-fuel tube to crank case^ <F-a.r_pre.sure 

pump; J — starting 
handle; P — aerial 
screw or propeller. 
Castor oil used to a 
great extent for lu¬ 
brication. 


.SECTION AX 


Gasoline 


Oil 


GASOLINE 

OIL 


Diagram of fuel and oil systems and end view 
of engln^, sowing location of oil and air pumPa 
and magneto 




Side view, mounted for testing. Model B-2; 
H. P.—100; cylinders, 9; bore, 110x150 mm.; 
weight with ignition 272 lbs.; gasoline consump¬ 
tion per hour, 12 gal.; oil consumption, 2.4. 


Gnome Engine Fuel System. 

Fuel system. Gasoline is fed to crank case 
through a shut-off valve (E), through tube (F), 
through hollow crank shaft to a spray nozzle lo¬ 
cated in crank case. There is no throttle valve or 
carburetor. The gasoline in gasoline tank is under 
5 lbs. pressure per sq. in. by air pump. When 
cylinders are within 20° of end of inlet half— 
revolution, a series of small inlet ports all round 
the circumference of wall is uncovered by top edge 
of the piston whereby the combustion chamber is 
placed in communication with the crank chamber. 

The crank chamber is at atmospheric pressure and combustion chamber is below atmospheric, 
result is, a suction, is created which draws gas from the crank chamber to combustion chamber. The 
air for mixture is provided by admission through exhaust valve during first part of the inlet stroke. 
Originally an inlet valve was located in center of piston head—this is not now used. 

Gnome Ignition. 

One high tension Splitdorf magneto is provided, located in the thrust plate in an inverted posi¬ 
tion and driven at a speed to produce 9 sparks (9 cyl. engine), for every two revolutions—that is, 
at 2 Vi times engine speed. A distributor is shown in top illustration, mounted separate at (F & G). 

—continued on next page. 


CHART NO. 403—Tlie Gnome Monosoupape Revolving Cylinder Engine—made by The General 
Vehicle Co., Long Island City, N. Y. 

(From Automobile and Automotive Industries and Motor Age.) 


Fig. 40—Gnome revolv¬ 
ing cylinder airplane engine 
—see also page 138. 


The word monosoupape 
means "single - valve." 
Each cylinder has but one 
valve (exhaust). The charge 
of gas taken from crank 
case is compressed in head 
of cylinder as explained 
below. 


A A—engine carrier; B—stationary crank¬ 
shaft; 0, Cl— starting gears ; V—zcceMorj 
driving gear; E—carrier plate; F ^r dls i t 1 5 lbu ; 
tor ring; G—distributor brush; H— thrust 
D l ate . j—mother connecting rod; J—small 
conecting rod; K—cam distributor; Ii—end 
plate; M—nose; N—propeller hub ; O—plane¬ 
tary timing gears; P—gasoline nozzlejQI 0 
pipe: T —exhaust valve push rod; S rocker 
arm; R— exhaust valve. Cams operate half- 
spee’d and there is one for each cylinder. 



































































































































































































































AIRPLANE ENGINES. 


911 


Gnome Ignition—continued. 



Fig. 10 —Wiring of ignition system used 
on Onome engine 


Iii the Gnome seven-cylinder engine there are 
three and a half explosions per revolution, or 
seven every two revolutions. The firing order 
is 1-3-5-7-2-4-6. 

In the fourteen-cylinder engine the firing or¬ 
der is the same, with one set of cylinders alter¬ 
nating with the other and giving twice as many 
explosions per revolution. 

The wiring of the ignition system is shown in 
fig. 10. It will be noted that the brush A makes 
contact with the metallic sectors B as they pass. 
Each sector is connected with its corresponding 
spark plug 0 through wire D. As the sector 
passes over the brush a spark is produced in 
that cylinder and the charge fired. The high- 
tension cable E connects the high tension terminal 
of the magneto F to the brush. On the earlier 
forms of the Gnome engine the magneto remains 
stationary and in an inverted position. The gear 
G is keyed to the magneto shaft and engages with 
t-he large gear H which turns the cylinders. 


The Wisconsin Airplane Engine. 


Six cylinder engine; bore 5 in., stroke 6% in., weight 600 lbs.; h. p. 130 at 1200 
r. p. m., and 145 h. p. at 1400 r. p. m. 

it will feed when 
climbing at an 
incline of 15°, 
and 30° when 
gliding. * 

Valves are 3 in., 
placed in head at 
25° angle and op- 
• elated by an over¬ 
head cam shaft. 
Exhaust closes 
10° late; inlet 
opens 10° late; 
exhaust opens 55° 
early and inlet 
closes 55° after 
bottom. Cylin¬ 
ders cast in pairs. 

Water circulation, 
6 -cylinder; one 
centrifugal pump 
(W) ; on the 12 
cylinder there are 
two pump*. 


Oiling system, force feed through crank shaft. Oiling system arranged so that 


, CAM SHAFT 



Wisconsin six-cylinder aviation engine which has a valve action quite similar to that used on the Stuta raclnq cars. The camsnaft 

Is carried overhead 


-371 



Fig. 3—Wisconsin 12 cylinder “V” 
type engine. M1-M2—magnetos; 
V—valves ; O—arm operating valves ; 
0—cam operating arms and of over¬ 
head type; OB—carburetors; IN—in¬ 
let manifolds; SP—spark plugs; B— 
breather; G—-oil gauge; R—double oil 
pump. There are three oil pumps on 
the 12. Exhaust outlet is directly be¬ 
low the letter (V) above. 



The cam shafts and magnetos on the 12, are driven by a 
train of ball bearing spur gears from the crank shaft. Double 
valve springs are also employed—the inner spring acting as a 
safety to prevent valve falling into cylinder should main valve 
spring b^eak. Ignition, see page 909. 

Carburetion; one carburetor (CB) is used on the 6 cylinder 
engine and two on the 12 cylinder engine. 

Specifications of 12 cylinder engine; bore, 5 inch; stroke 
6inch; weight 1000 lbs.; h. p. at 1250 r. p. m. 250; 
h. p. at 1400 r. p. m. 280. 

T—sprocket for starting chain; P—single oil pump; PI from 
oil reservoir to pump; P4 and P6—overflow from cam shaft 
housing. 


CHART NO. 404_Gnome Engine Ignition. Wisconsin Six and Twelve Cylinder Airplane Engine. 




































































































































































































































































































912 


AIRPLANE SUPPLEMENT. 





OnAni i\mj. 4uo—me sturtevani; .tiignt uynnaer ‘ ‘ V' 
Cylinder Airplane Engine— see also pages 913, 914, 915. 


Type Airplane Engine. Tlie Hall-Scott Six 


Carburetor 
All Inlet 




r-si 




1 carburetor- 1 

A —-r —~i -- 


Parts of Sturtevant 8-cyl. engine; M—magneto; IN—inlet manifold; CL—cylin¬ 
ders; SP—spark plugs; W—water pump; B—breather; E—exhaust; FR—support 
to which engine is attached; R—push rod; 0—rocker arm operating valve V; 
6—oil outlet, auxiliary tank; 5—where tachometer shaft connects; 4—-inlet to 
oil supply pipe; 3—double water inlet; 2—water outlet 1Vi in.; S—starting crank. 


The Hall-Scott Airplane Engine 


The inlet 
pipes (IN) 
are water 
jacketed. The 
fuel is fed by 
gravity. 

Circulating 
pump (P) is 
shown be- 
tween inlet 
pipes. 

Engine lu¬ 
brication by 
force feed. 

Ignition by 
two 8 cylin¬ 
der magnetos; 
spark plugs— 
two to each 
cylinder 
mounted in¬ 
side of cylin¬ 
ders in water 
cooled bosses. 


is described on pages 913 to 915. Two views are shown below of the type A-5—six cylinder engine. 
The four cylinder engine, type A7 and A7a are similar in construction. 

Name of parts lettered: B—oil jacket circulating oil around inlet manifold to cool it; R—pipe for 
draining oil from cam-shaft housing back to crank case; J—water pipe from pump to inlet manifold 
(see page 914); K—pipe from auxiliary oiler (0) to crank case, for cylinder lubrication; M—mag¬ 
netos; Z—spark advance lever rod; C—cam shaft housing cover; R—carburetor; IN—inlet pipe; V — 
vertical drive shaft housing. 


Sectional view 
of one cylin¬ 
der. Note the 
cam operation 
and inlet mani 
fold on the 
left: exhaust 

to the right. 


The Sturtevant Eight Cylinder Airplane Engine. 

Illustration Is that of the Sturtevant 8 Cylinder V-type engine. It is made in 140 h. p. with 
4 in. bore x 5% in. stroke and 4 Vi in. bore with 5Vi in. stroke developing 210 h. p. The normal speed 
is 2250 r. p. m. of crunk shaft. 

Valvos are in head and operated by push rods; cylinders are cast in pairs; pistons aluminum 
alloy; rings, there are two to each piston; crank shaft, nickel 6teel 2Vi in. di. 

Carburetion 
Zenith “du¬ 
plex” shown 
on page 182. 


Front view 
of Hall-Scott 
type A5—six 
cylinder air¬ 
plane engine. 


































































































































AIRPLANE ENGINES. 


913 


The Hall-Scott 

Are made in four types as follows: type 
A-7, 90 h. p., 4 cylinder; type A-7a, 100 
h. p., 4 cylinder; type A-5, 125 h. p., 6 
cylinder; type A-5a, 150 h. p., 6 cylinder. 
This h. p. is developed at 1300 r. p. m. 

Cylinders are cast separate and made from 
a mixture of grey and Swedish iron. Inner 
walls of cylinders and valve seats are hard¬ 
ened and ground. 

Valves. 

Valves are overhead operated by an over¬ 
head cam-shaft. 

Valves are placed in head of cylinders 
at a slight angle. The valves are operated 
by an overhead cam shaft enclosed in a 
housing (see page 914). The valves are 
one-half the diameter of the cylinder bore 
and are made of Tungsten steel. 

The type A-5, 6 cylinder engine has a 
bore of 5 in. and 7 in. stroke. Weight of 
type A-5 complete, is 565 lbs. 

Cam Shaft. 

Cam shaft is made of chrome nickel forg¬ 
ing and the four cam shaft bearings are 
made from Parson's white brass. A small 
clutch is milled in rear end of shaft to drive 
the revolution indicator (tachometer). Cam 
shaft is enclosed in an aluminum housing 
and driven by a vertical shaft with bevel 
gears. Oil is forced through end of this 
shaft permitting surplus supply to flow back 
to crank case. 



Fig. 1—Setting of adjustable set screw (S) 
in rocker arm (A) in relation to the valve 
stem (R).‘ In other words the method of 
setting valve-clearance on all types of Hall- 
Scott engines. The clearance should be .020" 
when valves are seated. 

\ 

Valve and Ignition Timing. 

Valve timing on type A-7 and A-5 engine 
is as follows; exhaust closes 15° late; inlet 
opens 10° late; exhaust opens 45° early; 
inlet closes 40° after bottom. Magneto is 
set to fire 27° before top of compression 
stroke—advanced. Firing order: 4 cyl. en¬ 
gine, 1, 2, 4, 3; 6 cyl., 1, 5, 3, 6, 2, 4. 

Valve timing in type A-5a and A-7a engines: ex¬ 
haust closes 10° late; inlet opens 15° late; ex¬ 
haust opens 54° early; inlet closes 45° after bot¬ 
tom. Magneto setting same as A-7 and A-5. 

Curtiss OX2 valve timing: Ex. opens 50® before 
bottom; Ex. closes 10° after top; inlet opens 14° 
after top; inlet closes 48° after bottom. Average 
valve stem and rocker arm clearance .010". 

Grinding Valves. 

To grind the valve seats, place a bar', having 
two holes through same, down over the two cam 
shaft housing hold-down studs opposite the valve 
to be removed. Replace the two nuts. Remove 
the cotter pin in valve stem under the valve spring 
eup. Using a special Hall-Scott valve tool which 


Airplane Engines. 

can be slipped under the bar, it will be easy to 
force the valve cup and spring down so the small 
key can be readily removed. This will allow the 
removal of both valve spring and cup. Take out 
the valve and clean it thoroughly, also noting 
whether or not the stem is clean, or otherwise 
in good condition. Replace the valve and grind 
by rotating it back and forth with a screw driver, 
the grinding paste being between the valve and 
the seat. Care should be taken to raise the valve 
from its seat frequently while grinding. This pre¬ 
vents grinding a groove in the seat. 

Connecting Rod. 

The connecting rods are I-beam type very 
light. Piston end is fitted with gun metal 
bushing while crank pin end carries two 
bronze serrated sleeves tinned and babbitted 
hot. Laminated shims are placed between 
cap and rod for adjustment. 



Pistons. 

Pistons are aluminum alloy. Note piston 
pin is placed very low in order to keep heat 
from piston head and away from upper end 
of connecting rod, as well as to arrange 
them at the point where piston fits cylinder 
best. 

The Magnalite piston is used to a great extent. 

Piston rings are 14 inch wide. There are 3 
to a piston. 

Oiling System 

Oiling system is known as the high pres¬ 
sure or force system. A gear pump is lo¬ 
cated in the inside lower portion of the oil 
sump—see page 915. 

Gasoline System. 

Air pump is power driven and maintains 
pressure in the gasoline tank and is a simi¬ 
lar system to Packard, page 854. A hand 
pump is also provided so that pressure can 
be obtained before engine start*. 



















AIRPLANE SUPPLEMENT. 




The purpose 
of the two 
flexible tubes 
running from 
crank case to 
jacket (B) 
around inlet 
mani fold is 
explained on 
page 915. 

0, cam shaft 
housing; V. 
vertical shaft 
drives c a m- 
shaft; IN, in¬ 
let manifold. 


Ignition by 
two Dixie (6 
cyl.) magne¬ 
tos (M). The 
carbon brush 
on distributor „ 
should be re¬ 
in o v e d and 
cleaned after 
each flight. 

Both magneto 
interrupt era 
are connected 
to a rock shaft 
integral with 
the engine. 

There are two 
spark plugs to 
each cylinder V 
and gap should 
be .015. 


Cam shaft is one 
piece with cams, air 
pump eccentric and 
gear flange integral. 


Inlet side of 
Hall - Scott 
type A-5 — 
Bix cylinder 

engine. 


Carburetion is 
by means of 
a duplex Zen¬ 
ith carburetor 
having one 
float chamber. 

The carbure¬ 
tor (R) is 
placed adja¬ 
cent to the 
engine base 
from which it 
receives its 
warm air. Oil 
is taken direct 
from crank 
case and run 
around the 
car b u r e t o r 
manifold (B), 
which assists 
carbur e t i o n 
as well as re¬ 
ducing - crank 
case heat and 
cooling the oil. 

Exhaust side 
of Hall-Scott 
type A5 — 
six cylinder 
engine. 


Cooling: The uni¬ 
form temperature 
of the cylinders is 
maintained by the 
use of ingenious internal outlet pipes 
running through the head of each of 
the six cylinders, with water outlet 
in these pipes toward the exhaust valve side of the 
cylinder head. A centrifugal circulating pump (P) 
is used for water circulation. (J) is water inlet 
pipe to intake manifold. 



Cam shaft housing is aluminum. Cam-shaft is placed overhead and driven by a vertical 
Shaft driven by bevel gears G6 and gear G7 on crank-shaft, see page 915 


CHART NO. 406—Hall-Scott Six Cylinder Airplane Engine—continued. 














































AIRPLANE ENGINES. 


915 



DIAGRAM OF MAGNETO AND CAM SHAFT DRIVING GEA^S IN HIA LL-SCOTT, TYPE A 5. 125 H . P ENGINE 


Magneto and Cam-Shaft 
Driving Gears— 
Hall-Scott. 

6—shows position of no. 1 cyl¬ 
inder cams when no. 1 piston is on 
top of dead center of compression 
stroke. When timing, the mark 

(1) on crank shaft flange (fig. 
30), is brought true with mark 

(2) on crank case. It is stamped 
“T. C. 1-6,” meaning, 1 & 6 cyl¬ 
inders are on dead center. A 
mark (3) is provided on vertical 
shaft flanges. These must be set 
in dead center position as shown. 
The cam shaft with housing is 
now slipped into place. Note mark 
(4) on cam shaft gear—this should 
line up with mark on bottom of 
cam shaft gear housing.* 


Magneto installation, after assembly as above, take magneto marked (L) at base (meaning left 
hand), remove distributor, turn magneto shaft until hole with red ring, lines up with red mark on 
magneto body. Insert magneto left hand and magneto right hand. After gears are meshed, be sure 
holes on gears are directly in line with red marks in magneto body. Both magneto breaker points 
should synchronize or break at same time. 



Diagram of Hall-Scott type A-5 engine oiling system. Heavy dotted 
lines and arrows show direction of oil flow. Note the method of 
cooling the oil—see 8 and 14. 

Oil is first thrown from strainer (12) by pump, to long jacket (OJ) 
around inlet manifold, thence forced with a pressure of from 5 to 
30 lbs. to distributor pipe (15) in crank case. An independent oil¬ 
ing system using a small direct drive rotary oiler, feeds oil to each 
individual cylinder. 

The oil is cooled by circulating it around the long inlet manifold 
jacket in such a manner that the carburetion of gasoline cools it. 


Oiling Diagram. 

1— excess oil from bearings 
flows into reservoirs between; 

2— oil overflows into overflow 

pipe; S—oil comes out of over¬ 
flow pipe and after oiling gears, 
excess oil flows down through 
magneto gear housing into 
sump; 4—individual oil pipe 

from distributor to each cyl¬ 
inder, automatically injects oil 
onto pistons as each one passes 
oil port; &—oil rings on pis¬ 
ton, oil circulates into hollow 
wrist pin, oiling upper end of 
connecting rod; 6 — section 

through piston, showing hollow 
wrist pin; 7—relief valve and 
by-pass at end of main oil pipe, 
through which excess oil flows 
back into sump; 8 — oil is 
pumped through pipe to cool¬ 
ing reservoir on gas intake 
manifold; 9—reservoir of oil 
in sump; 10—oil pump; 11— 
oil suction to pump; 12—oil 
strainer and clean out plug; 
13—oil comes from auxiliary 
hand pump into hollow cam¬ 
shaft; 14—oil flows from cool¬ 
ing reservoirs down into main 
oil pipe; 15—main oil pipe; 

16— individual leads to bottom 
of each main bearing cap; 

17— excess oil from bearings 
drips into scuppers on crank 
cheeks; 18—hollow crank pin, 
which oils connecting rod bear¬ 
ing; 19—baffle plates. 



Propeller Bearing. 

Details of propeller dou¬ 
ble thrust bearing used on 
the Hall-Scott engines. For 
thrust or tractor type pro¬ 
pellers. 

I— nut in crank shaft; 2— 

nut on thrust lock; 3— 

washer; 4—nut on inner 
thrust; 5—crank shaft; 6— 
collar thrust; 7 — upper 
crank case; 8—lower crank 
case; 9 — thrust bearing; 
10—screw for thrust collar; 

II— propeller flange; 12— 
crank shaft flange; 13—pro- 

f ieller bolt nut; 14—propel- 
er bolt; 15—spacer for 
thrust bearing; 16—washer 
for crank shaft nut; 17-18 
—rear bushing for rear 
bearing of engine crank 
shaft. 


CHART NO. 407—Details of Hall-Scott Engine. Propeller Bearing. 


See page 295 for speed of cam-shaft and magneto of a six cylinder engine. When crank shaft turns once; mag 
neto armature turns 1% rev.; distributor on magneto H rev.; cam-shaft % rev. 

♦The gear clearance is .020" except gear G7 & G6 which is .010"; bearing clearance is .001" and spark plug gap .015". 















































































































































































































916 


AIRPLANE SUPPLEMENT. 


Mercedes Engine. 



Two Mercedes engines of 260 h. p. each are used on the Gotha airplane. These are of the *' x ‘ 
cylinder vertical tandem type with the cylinders made Bingly and their waterjackets connected t*getler 
by joints. There is a slightly greater distance between cylinders Nos. 3 and 4 than between the other 

cylinders. Cylinders; the water- 

jacket of each cylinder 
is connected by a joint 
to the jacket of the ad¬ 
jacent cylinder, and each 
cylinder is separately se¬ 
cured to the crankcase. 

Cylinder bore, 160 mm. 
(6.3 in.), stroke, 180 

mm. (7.09 in.), and the 
engine develops from 
258 to 260 h. p. at 1400 
r. p. m. 

Cylinders are of the 
“built-up” type (fig. 
13), composed of steel, 
machined. Sheet steel 
is pressed to form water 
jacket and is acetylene 
welded. 

Cylinder barrels are 

screwed into cylinder 
head at (T). They are 
machined from forgings 
and cylinder walls taper 
from 3.5 mm. at top to 
6 mm. at bore or flange. 



Stiffening ribs (C) are arranged as shown. 

Cylinder heads are machined from steel forg¬ 
ings, and into these are built 4 valve pockets, 
also inlet and exhaust ports. Seatings for 
valves are machined in the cylinder heads. 
Valve pockets are machined from steel and are 
acetylene welded into heads. Exhaust valve 
guide has a greater water space than inlet. 

The hourly consumption is equal to 76 liters 
(20 gal. of gasoline) and five liters (1.32 gal.) 
of oil. 

A single carburetor is installed, instead of the 
dual or two combined carburetors on the 170 
h. p. engine and the two separate carburetors on 
the 235 h. p. The carburetor is located at the 
forward end of the engine and draws its air^ 
through the crankcase, through “air inlet,” 
thence through “in,” which tends to heat the 
mixture and to keep the crankcase cool. A sin¬ 
gle inlet pipe of enormous size extends from the 
carburetor. Carburetor is water jacketed at (W). 

Ignition is by two Bosch ZH6 magnetos (M), 
connected to the camshaft (fig. 12) which latter 
extends horizontally across the tops of the cyl¬ 
inders. 



Spark plugs—there are two, to each cylinder (SP). 

Valves; there are four valves in each cylinder—see figs. 13 and 14. 
The two exhaust valves are on one side and two inlets on opposite side. 

When starting—a compression relief mechanism with a hand lever (H, 
figs. 11 and 12) is moved to the side, which displaces the camshaft by 
throwing into play, small cams located opposite the exhaust cams, which 
keep the exhaust valves open during part of compression stroke, thus re¬ 
ducing the compression. 

Cooling is by water. The water pump driving spindle is lubricated 
while in flight by means of a ratchet-driven grease gun or pump, worked 
by a cable and lever from the pilot’s seat. 


An electrical tachometer is driven at engine speed from the rear end of the camshaft, through 
a flexible shaft. 

Fuel—an air pump is driven from front end of cam shaft, for providing air pressure to gasoline 
fuel tank. 

Oiling system: forced lubrication is, of course, employed. A four-throw eccentric-driven plunger 
pump is fitted. An “auxiliary” sump in the front end of the crank case is embodied, and small 
supplementary pump plungers, which work in conjunction with the main oil pump, feed fresh oil 
into the system from the service oil tank, which is connected to oil pump at (O), fig. 11. 


CHART NO. 408—The Mercedes 260 H. P. Airplane Engine as used on the Gotha Biplane, fig. 2, 
chart 399. (Automobile and Automotive Industries.) 







































































































































































































































AIRPLANE ENGINES 


917 






a s 

£ J3 

es 

<a s 
s * 


Cam shaft boosing 


DiatW vn 


Oil gage 5 to 10 Hi*.. 

Gasoline tank Air pressure gage 3 u, s 

Oil distributor 


Pipe leading to cyl. 
oil distributor 

Pipe leads to outlet from 
oil pump located in end 
of oil pan 


oiler 

Hand air 
pump 

Shut off valve 


Air relief 
valve ^ 


Propeller 
hub—see 
oage 915. 


Gasoline tank 


Body outline 


Check valve 
line from 
, pump 

t 5 

1 Gasoline outlet 

: W 

• e 

I o 

V .. — * «. --- 


Tig 1. Illustration showing the engine installation of the Hall-Scott, type A-5, 125 h. p. six cylin¬ 
der engine. Also the gasoline system and auxiliary cam shaft oiling system. Note gasoline air pressure 
pump is operated by cam shaft. There is also an auxiliary hand air pump. The air pressure (not under 
3 lbs) forces the gasoline through gasoline outlet pipe to carburetor. On some 
systems another small auxiliary tank is provided above carburetor, about 2 feet, 
to which the gasoline is forced by air pressure and then the gasoline is fed to 
carburetor by gravity. Note the auxiliary hand lubricator for cam-shaft. A 
water jacket (W) surrounds the inlet manifold to heat the mixture per page 
157. The lubricating oil circulates around inlet pipe in jacket (OJ), 
see page 915. „ 

1 ° Magneto armature 

turns 1 y t rev. to 1 rev. 

Ignition cable tube of 


o <u 

SS 

C u 

|c 

Si! 


S ’s 

4> i/i 

Is 

* b» 

Sc 


Ignition cable tube 


Fig. 3. Wiring diagram, Hall-Scott A-5, 6 cyl. 125 h. p. engine. There 
are two magnetos, or two independent ignition systems with a set of spark 
plugs (P) for each system. Center numbers are cylinder numbers, assuming 
that cyl. No. 1 is the first cylinder. The numbers at top and bottom in white 
rings correspond with distributor numbers. The firing order is 1, 5, 3, 6, 2, 4. 

Distributor brush (B) is on cyl. No. 1, the next to fire will be cyl. No. 5 (distributor connection No 2) and 
etc. Both systems can be used or each separ? tely by operation of magneto switches. ‘ 


FflONT, OVERHEAD. RADIATOR INSTALLATION. 

Used In connection with Hall-Scott, Typo A-7a, 100 H. P. Airplane Engine. 


Fig. 22: Illustrates how a single radiator is installed 
in the front, overhead and water connection thereto. 
Note the thermometer is the distance or extension type 
“Motor meter” described on page 921. 


COKNtCWi-KOA-J-IW 


. outlet to 
radiator 


radiator- 


Hot-water 
outlet to 


radiator 


SIDE RADIATOR INSTALLATION. 

Used In connection with Hall-Scott. Type A-7a,.100 H. P. Airplane Engine. 

Fig. 21: Illustrates how two radiators are in¬ 
stalled, one on each side of engine. These illus¬ 
trations are Hall-Scott type A-7a, 100 h. p. four 
cylinder engine. 


STEEL rtiguw 


Cool water 
from radiator 
to pump 


CHART NO. 409—Gasoline System; Ignition, Firing Order and Radiator Installation on Hall-Scott 
Airplanes. 




















































































































































































































































918 


AIRPLANE SUPPLEMENT 



Hispano Suiza Engine. 

Model E, 180 h. p. V-type 8 cylinders. Two seta 
of spark plugs. Two magnetos are carried at front 
end. Valves are actuated from cams by an over¬ 
head cam shaft on each cylinder block and the car¬ 
buretor is hung centrally. Bore is 120 m. m. and 
130 m. m. stroke (approximately 4%x5%). Weight 
is approximately 450 pounds including magnetos, 
carburetor, but without radiator or exhaust pipes. 
Speed 1,450 r. p. m. Pistons aluminum alloy. 
Connecting rods forked. Crank shaft has 5 bear¬ 
ings. Illustration shows the rear view of engine. 


Name of Parts. 

1, cylinders; 3, inlet manifold; 5, part of inlet 
manifold with hot water jacket; 6, carburetor du¬ 
plex type; 8, water pump; 9, water pipes; 10, mag¬ 
netos; 12, oil circulating pump; V, overhead cam 
shaft housing; E, exhaust; B, breather pipe to 
crank case; P, spark plugs; R, housing for shaft 
driving overhead cam-shaft; CR, crank case, lower 
part; Cylinders are set at an angle of 90 degrees. 


Wiring Diagram of a Twelve Cylinder V-Type Airplane Engine Using Separate 
Distributors, Two Magnetos and Showing Radio Connections. 

On airplane engines of the 12 cylinder V-type with cylinders set at 45° angle between the two rows 
of cylinders, magnetos of the high-tension type are sometimes used, with distributors driven separately and 
employing a separate high-tension magneto for starting—see illustrations below and page 922. 

The magnetos operate 1 Va times engine crank-shaft speed. The distributors revolve 1 rev. to 2 of en¬ 
gine crank. The distributor segments are spaced 37%° and 22%° apart, alternately. For automobile 
work this would cause an uneven impulse at very low speeds, but for airplane work where engine is 
running at full speed, it is not noticeable. The advantage for airplane work is to use a smaller hood and 
reduce head-resistance. If distributor revolves % speed of engine crank-shaft, then firing relative to 
crank would be 75° and 45°. Magneto armature produces current at 67% and 112% degrees—a spark¬ 
ing range of several degrees permits this. Magneto produces 4 sparks per revolution. 



•Note the 12 cylinder engine page 135, has cylinders 60* angle. (Two lower illustrations 

The above wiring method is the same as used on the Liberty Engine, except Delco coil 
and timer ignition system is used instead of magnetos—see pages 938 and 939. 


courtesy Motor Age.) 
and battery, distribute 


r 


















































































































































AIRPLANES. 


919 



oojivm 

water Tank gaSolinb Tajmk 


1200 HP 
'KKPANO 
! SUIZA 


OIL TANK 


RVME8 RAB.^ 


Main Caroline tank 


WOOD COVZItED 
WITH FABRIC 


PETAiHADLE 

cover 


RU5JE& BAR 


Top view of 
the Spad. 


The Spad Two-Seater Biplane. 

Measurements: Upper wing span 36.7 
ft.; chord 4.69 ft. The gap is 4.38 ft. 
and the stagger 1.31 ft. Angle of inci¬ 
dence of upper plane is 2.8 deg. in cen¬ 
ter and 2.5 deg. at the tip, while the 
lower plane has a uniform angle of 1.5 
deg. 

Dual control: lor operating the ailerons, (9) the movement of the con¬ 
trol shaft is transmitted by means of a lever (20) to a rocker supported in 
a position between pilot’s and observer’s cockpits (5). The rods—which 
rest in the bottom wing engage with a downward projection of the rocker. 

Engine: Vee type Hispano-Suiza engine, which develops 200 h. p. at 
<-,000 r. p. ra. The two-bladed air screw is geared down, by means of 
gearing incorporated with engine in ratio of 4:3. 




Fuel: A main fuel tank with pressure system has a capacity of 37 gal. and forms the pilots seat, while a 

gravity tank holding 2.65 gal. is mounted in the upper wing, between the spars. The fuel capacity is sufficient for 

two hours flight. Oil tank holds 4 gal. and rests on floor of body behind engine. Bottom of oil tank has pressed 
on ribs for cooling the oil. Radiator is provided with shutters and forms nose of fuselage. Instruments; on the 
right, the starter and hand operated air pump. In center; two switches, one three-way cock for pressure tank 
and connecting with either hand or engine air pump, one three-way cock handle for turning on or off gasoline 
from tank to carburetor, one tap for turning engine air pump off pressure tank, one manometer (water circulat¬ 
ing gage) and revolution indicator. On the left: the gas lever, lever for regulating the mixture, and lever for 
operating radiator shutters. No provision is made for advancing or retarding the magneto. Weight of machine 
empty, but including the cooling water 1680 lbs. Item weights; engine 480 lbs.; cooling water 69.6 lbs.; wings 

370.0; elevator and rudder 43.8; body etc., 710.0; total 1673.4 lbs. Loading; pilot and observer 374.0 lbs.; 

armament 179.0; instruments, etc. 7.7; fuel 264.0 or total 824.7. 

Types of Airplanes. 


Are divided into types as follows: 

Combat machines; small fast single-seaters. Wing 
spread of from 20 to 25 ft., speed 125 to 135 m. p. h., 
450 lb. carrying capacity. Climbing speed 10,000 ft. 
in from 8 to 12 min. The spad, Nieuport, Morane, Our- 
tiss-Triplane, S-E-5, Sopwith, Dolphin, and Iserman 
Albatross single-seaters are examples. 

Reconnaissance and photograph machines; slow flying 
—used for artillery spotting, map making and general 
reconnoitering. Wing spread from 40 to 60 ft., speed 
80 to 100 m. p. h., 800 to 900 lb. carrying capacity. 
Two or three seaters. Climbing speed 10,000 ft. in 
12 to 25 min. Examples are; De Haviland, Bristol, 
Voisin and Farman. 

Battle planes; a two or three passenger machine, 
driven usually by one large or two fairly good-sized 


engines. Equipped with a number of machine guns, 
sometimes a cannon. 70 to 85 m. p. h. The Voisin an 
example. 

Bombers; same general type as reconnaissance ma¬ 
chines, but slightly larger. Vary from 45 to 90 ft. in 
wing spread, carry two to twelve people in addition to 
war load of bombs and fuel. Speed 75 to 100 m. p. h. 
Radius of operation 500 to 1000 miles. Climbing speed 
7000 ft. in 30 min. Examples: Handley-Page, Caproni, 
Breguet, the Ooudron (twin-engine, French), German 
Gotha, Friederichshafen, German AEG, and big Cur¬ 
tiss boats. 

Naval work; flying boats and hydroaeroplanes of va¬ 
rious sizes are used. They compare with reconnaissnnee 
machines, 90 to 100 m. p. h. The large 92 ft. wing 
spread Curtiss flying boats are good examples. 


CHABT NO. 411—The Spad Two-Seater Biplane. Types of Airplanes. 

(Automotive Industries. The Automobile). See page 902 for name of numbered part*. 
























































































































































































































920 


AIRPLANE SUPPLEMENT 


Two types of altimeters 
the Aneroid Barometer. 

Mercury Barometer, fig. 
Note the bulb is filled with 


ALT I 
tude 
IN| 
FEET 


SEA 

LEVEL 


MOO 12.5 


12000 


I900C 


30000 


60.000 2.5 


AIR 

PRES 

SURE 

LBS 

ii 


MER 

CORY 

COL. 

IN 

ililNCHEJ 


ISO 


10.0 


7.3 


5.0 


30 


VACUUM 

SlAcEO 


- SEA 

■level 
AiQ PRESSURE 

*13 tes 

SQUARE in 


25-- 


lo¬ 


ts -■ 


10 - 


5 -• 


atmospheric 
pressure^ 



/altitude 
s- 19000 Ft. 

AIR PRESSURE 
7.3 LBS SQilN. 



mepcury>- 

TUBE 


FIG. 2 


FIG. 3 


UNKNOWN 

•altitude 

ABOVE 

ATMOSPHERE. 
A VACUUM 


Fig. 1 


Altimeters. 

In general uso, for determining the altitude, are the Mercury Barometer and 

1, indicates altitudes by the rising or falling of the mercury in the glass tube, 
mercury and opening (OP) permits the outside atmospheric pressure to act 

upon the mercury. At sea level the mer¬ 
cury would stand at point indicated at 
30 in. high, marked Bea level. At an 
altitude of 19,000 feet the mercury would 
drop to point indicated, because the at¬ 
mosphere is less dense or lighter, being 
only 7.3 lbs. per Bq. in. which pressure 
is not sufficient at (OP) to force the 
mercury as high as at sea level. Thus 
the mercury drops, as altitude increases. 

If a height could be reached where there 
is no air pressure at all, then the mer¬ 
cury would drop the full 30 inches, or to 
the level of mercury in bulb, indicating 
no pressure at all at (OP). Note the 
mercury column does not drop in direct 
ratio to change of altitude, because higher 
the altitude, the atmosphere is less dense, 
and a further distance is required to 
travel in order to obtain the same varia¬ 
tion in pressure. For example, starting 
from sea level, a movement up and down 
of 900 feet will cause mercury column 
to move down and up one inch, whereas, 
at an altitude of 40,000 feet it would require movement up and down of 
4,000 feet to represent 1 inch movement of the mercury column. 

The mercury barometer can also be read in inches, for instance, mer¬ 
cury at 25 inches would represent an altitude of 5,000 ft. and air pressure 
of 12,5 lbs. per sq. inch. 

When going below sea level, say down in shafts, the atmosphere increases 
with the depth, equal to about 1 inch rise of the mercury in the barometer 
for each 900 feet increase in depth—going above sea level air becomes 
lighter and mercury drops. 

♦♦Aneroid Barometer, fig:. 4, differs in principle. Fig. 2 shows the 
vacuum chamber before the air is removed. It consists of a metal box of 
two thin, circular and flexible metallic discs, corrugated on each surface and 
forming a closed box. If air is pumped out at (T) and sealed, a vacuum 
is formed inside and the top and bottom would collapse as in fig. 3, because 
there would be no air pressure inside, yet, on the outside, if at sea level, 
the air pressure on top and bottom would be *14.7 lbs. per sq. inch, hence 
reason for its closing together as shown in fig. 3, after all air is withdrawn 
or a vacuum formed. 

If this vacuum box or chamber fig. 3, is taken to a height where the 
altitude, say is 19,000 ft. above sea level, the air would be less dense or 
much lighter, being only 7.3 lbs. to the sq. in. Therefore as the pressure 
outside of vacuum chamber is not as great, the flexible discs would tend to 
open out, due to the flexibility of the metal top and bottom of vacuum 
chamber, trying to assume normal position. 

If an altitude could be reached where there is no air pressure at all, 
which is an unknown height, the vacuum chamber discs (top and bottom) 
would open out to their normal position, as outside pressure would be 
nothing and inside pressure nothing. Therefore the amount of air pressure 
- exerted on the outside of the vacuum chamber causes the top and bottom 

to move, this movement is taken advantage of mechanically, as shown in fig. 4. 

Fig. 4: At sea level the vacuum chamber would be almost collapsed as the *14.7 lbs. pressure out¬ 
side would force discs together. Therefore a tsimplified method is shown, which will indicate the altitude 
as the air-craft rises. For instance, at an altitude of 19,000 ft. the air pressure outside 'of the vacuum 
chamber being 7.3 lbs., the discs of chamber will open out and in so doing, will cause pin to raise pivoted 
movable arm, causing rack gear (Gl) to turn small pinion gear (G2) attached to needle. 

The dial is not fixed, but can be turned. It can be set at any altitude or atmospheric pressure. For 

instance, at various localities the altitude varies, as also does the atmospheric pressure. Therefore the 

zero (0) point on dial is turned to where needle stands at time of starting the flight and the altitude is 

determined by the graduations from zero point. 

Meaning of Sea Level. 

Sea level is a term used to designate a starting point for altitudes. At sea level the atmosphere is 
more dense and heavier than at greater altitudes. The pressure of the atmosphere at sea level is approx¬ 
imately *14.7 lbs. per sq. inch. 

Atmospheric pressure at various altitudes, graduated 5 inches apart, is shown in table, fig. 1. Other 
distances not marked are: atmospheric pressure at 3,000 feet would be 13.50 lbs. per sq. in.; at 10,000 
feet, 10.25 lbs.; at 12,000 feet, 10,00 lbs.; at 19,000 feet, 7.3 lbs.; at 20,000 feet, 6.25 lbs.; at 29,000 
feet, 4.85 lbs.; at 37,000 feet, 3.15 lbs.; at 45,000 feet, 2.75 lbs. per sq. inch. For a rough approximate, 
the pressure decreases % pound per square inch for every 1,000 feet of ascent. 

Highest Altitude Reached. 

On August 12, 1909, Lieutenant Mina of the Italian army, and Mario Piacenzo, in the balloon Albat¬ 
ross, ascended to a height of 11,800 metres (seven miles and 1,754 feet). A spherical bag, with a capac¬ 
ity of 2,000 cubic metres was used. On this occasion, however, the bag was inflated only to the extent 
of 1,200 cubic metres. The travelers carried with them a large quantity of oxygen to permit breathing in the 
rarefied atmosphere. At the greatest altitude, they experienced a temperature of 24° below zero, Fahrenheit. 

The Albatross appears to have exceeded all previous high records. Eleven thousand and eight hundred 
metres is equal to 38,714 feet, and the record for height has been 37,000 feet, made in 1862 by two 
Englishmen, Coxwell and Glaisher. The highest point is Mt. Everest, Northern part of India, 29,002 ft. 

Highest altitude record for airplane, by Capt. Lang, Ipswich. England. Jan. 2, 1919, 30,500 ft. 




CHART NO. 412—Method for Determining Altitudes. 

♦The figures in table, fig. 1 are based on an air pressure at sea level of 15 lbs. per square inch. The correct 
preesure is approximately 14.7 lbs. per sq. inch. **Aneroid is a Greek compound, expressing, “without fluid-'’ 

tPir- 4 is not exact constructien, but explains the principle. See page 921 for exact likeness of an Altimeter dial. 





































I 


AIRPLANE INSTRUMENTS. CURTISS ENGINE. 


921 



Dial of the Short 
& Mason Altimeter. 
Needle turns to left. 
Reading in thousands 
of feet, as 1, means 
1,000 and so on 
around to 17, which 
is 17,000 feet. Lower 
reading is merely a 
continuation after 17. 


DIAL ALWAYS LUBBER 



Air Compass: Dial is sup¬ 
ported on a pivot and al¬ 
ways points N. Numerals 
are every 20 degrees. The 
last cipher is omitted to 
save space, as 2 means 20, 
30 means 300 degrees, etc. 
From N to N is 360°. The 
bowl turns with ship and 
lubber line (L) being on 
bowl turns with it. Lub¬ 
ber line is now opposite E 
or 90° from N, therefore 
ship is traveling due East. 



Air Speed Indicator 
indicates relative 
wind pressure. In¬ 
strument on dash is 
connected by copper 
tube to nozzle fig. 
30) located forward 
with nozzle (c) 
pointing to direc¬ 
tion of motion. The 
pressure of wind or 
air velocity, in miles 
per hour is thus in¬ 
dicated. 



FIG. 30 


■<£> 



Extension Thermometer: Indi¬ 
cates temperature of water or 
oil circulating through engine 
in degrees Fahrenheit. A simi¬ 
lar device to fig. 9. page 188, 
but this instrument is placed 
on dash. Tube (E) contains 
ether, which is connected to 
circulating system of engine. 
Expansion of the ether causes 
needle to indicate temperature. 
See fig. 22, page 917. 

Tachometer is an instrument show¬ 
ing revolutions of engine crank 
and is connected with Curtiss en¬ 
gine at 28. 2 means 20, 10 means 

1,000, 22 means 2,200 r. p. m., etc. 



Tnder to remove valves. Pistons, 
aluminum alloy. Inlet valves are 
nickel steel and exhaust, tungsten 
steel. Steel water jackets brazed to 
cylinders. Cylinders are staggered 
and connecting rods are placed side 
by side. 

Model OXX is the same, except *4 
inch larger bore than “OX” and is 
rated at 100 h. p. at 1400 r. p. m. 
Illustration shows the rear view of 
the OX and OXX engine. 

Model V2: Bore 6 in., stroke 7 
in.; 1400 r. p. m. developing 200 
h. p. Cylinders, 8 Y-type. Similar 
to OX except two high tension mag¬ 
netos are used and two Zenith car¬ 
buretors placed on the side. Weight 
is 690 lbs. 

Twelve Cylinder: Bore 5 inch, 
stroke 7 in., h. p. 250 at 1,400 r.p.m. 
On some of the Curtiss engines, a 
thin aluminum liner is placed be¬ 
tween crank case and cylinders for 
flying at altitudes below 6,000 feet, 
in order to give a lower compression 
which does not result in pre-ignition 
at low altitude. For high altitude 
work these liners are removed. 


Rear view of Curtiss 8 cyl. Y-type engine. 

Curtiss Airplane Engines. 

Model OX: Bore 4 in., stroke 5 in. 1400 r. p. m. 
developing 90 h. p. Cylinders, 8 V-type with cylinders 
90° apart. Valves overhead, one intake, one exhaust 
operated by push rods and overhead rocker arms; 
weight with propeller hub, without oil or water, o90 
lbs.; carburetion, Zenith, see page 182; oiling, force 
feed to all bearings; cooling, water, centrifugal pump; 
ignition, Berling high tension, 8 cylinder magneto, 
with two spark plugs per cylinder. Valves seat is 
machined direct in cylinder head in a similar manner 
as that shown in the Hall-Scott, page 912. In the Cur¬ 
tiss 0X2 and Hall-Scott it is necessary to remove cyl- 


Name of Curtiss Parts. 

1, cylinders; 2, hot air pipes to carbure¬ 
tor air intake; 3, inlet manifold; 4, inlet 
pipes; 5, water jacketed inlet; 6, Zenith 
Duplex carburetor; 7, hot water pipes to 
inlet; 8, water pump; 9, water pipes; 10, 
*magneto; 13, hot air jacket surrounding 
exhaust manifold; 16, puBh rod; 17, inlet 
rocker arm; 18, exhaust rocker arm; 19, 
spark plug; 20, exhaust valve; 21, inlet 
valve; 28, tachometer connection; E, ex¬ 
haust. 

Under 1, on cylinder on right, is 
breather pipe. Oil pump is located below 
and in rear of water pump. 

See page 918 for firing order of Cur¬ 
tiss engine. 


CHAJEtT NO. 413—Airplane Instruments. Curtiss Airplane Engines. 

-Berlin* D-81-X2 8 cyl. high tension, single spark magneto was used on the Curtiss engine on the JN4 train¬ 
er pi W^Ig^ revolves twice crankshaft speed. It is of the usual high tension magneto principle 

with distributor" designed for 8 cylinders. See page 927. 

































922 


AIRPLANE SUPPLEMENT. 



Cross-Section Renault 
Twklvk-Cylinokr Enoinx 



Cam Shaft a 


NoqnttO 

Jx*S 



Com Shaft MooSfnq 


Cl of Com. 

SSujft Pnror 


dtston and A 3 S 0 * A *3 ar '* r 
/ubrtcotod by Of/ ob<r/ed from 
\Cmnir Chomko • 


Moqnofot 

I Dr/m Sbgft 


Dram to 
■’Cronh cosr 


.sj/oo/ 

Tube 


Of! Cot/ec/of fimga 


fresti Q// Sypp/ y^_\ <| 0 // Pump 


Renault Engine Oiling Diagram 


Renault Airplane Engine. 


Is a 12 cylinder V-type with cylinders placed at 
angle of 47%°. Bore 125 mm., stroke 160 mm. 
Cylinders are steel and are almost a duplicate of 
the Mercedes, page 916. 

Valves overhead type, operated by overhead cam¬ 
shaft. Two valves 2% in. di. per cylinder. Valve 
port is 2 1%2 in-, valve stems %e in. di., valve seat 
is set at 45° and % in. thick. They open i %2 in. 
Pistons cast iron, 3% in. in length. There are 
eighteen 1^62 in. holes drilled in Bkirt. Connecting 
rods articulated type of I-beam section in which 
the shorter rod is attached to a boss on the master 


rod by a pin to form a hinge. Crankshaft carried 
in four babbitt lined bronze shells secured to 
ribbed--steel bearing caps. Gearing system is 
shown in center illustration. The inclined shafts 
operating at three times camshaft speed, driving 
camshafts through straight bevel gears. Oiling sys¬ 
tem is shown. Oil is carried through ducts through 
copper tubes up to and through overhead camshaft 
case and returns down through the distributing 
gearing case to oil sump. Ignition consists of 4 
magnetos mounted on the same axis driven through 
spur gears. 


Starting 
-magneto 
Dixie-1 IS 



Tgmtion magnetosi 





Dixie 

Iff 


Aero // 



1 Switch'll re C 

<6 


1 


Fig. 23—Wiring diagram of Dixie 11 J S starting mag¬ 
neto, with control switch and two service magnetos. 



Fig. 24—Internal wiring diagram of Dixie ll-S start¬ 
ing magneto, control switch and two service magnetos 


Magnetos for Airplane Engines. 


In the 8 and 12 cylinder magnetos a field structure, rotor 
and cam are sometimes employed which produce four sparks 
per revolution of the magneto shaft, two of the sparks being 
of one polarity and two of opposite polarity.* 

The speed at which magneto should be driven is as follows: 
Dixie magnetos will deliver one, two or four sparks per revolu¬ 
tion of the drive shaft and when installed on four cycle en¬ 
gines, run as follows: 


% 


1 Cyl. 

2 Cyl. 

3 Cyl. 1 Vz 

4 Cyl. 

6 Cyl. 1% 
8 Cyl. 

12 Cyl. 1 Vt 


engine speed, with 1 lobe cam. 
engine speed, with 1 lobe cam. 
engine speed, with 1 lobe cam. 
engine speed, with 2 lobe cam. 
engine speed, with 2 lobe cam. 
engine Bpeed, with 4 lobe cam. 
engine speed, with 4 lobe cam. 

Therefore during two revolutions of crank shaft on an 8 cyl¬ 
inder engine 8 sparks would be produced, or 4 per rev. On a 
12 cylinder engine, 12 sparks would be produced during 2 
rev. of crank, as armature makes 3 rev. to 2 of crank and 4 
sparks per rev. or 12 sparks per 3 rev. 

**Where magnetos have separately driven distributors, as per 
page 918, then a single contact (0) is on distributor of mag¬ 
neto (per fig. 14), which connects with separate distributor. 


Double ignition or connection for two synchronized magnetos, 
is shown in figs. 23 and 24. Note switch position below (as¬ 
suming that upper part of switch lever is connected with 
ground (G) instead of starting magneto) : 

Switch position 1, both magnetos generating; switch posi¬ 
tion 2, L. H. magneto short-circuited or off, R. H. generating; 
switch position 3, R. H. magneto short-circuited or off and L. H. 
generating; switch position 4, both magnetoB off or short 
circuited. 


Dixie 11S starting magneto is an auxiliary source of current with which to operate the 
ignition on airplane engines, whereby a shower of sparks can be produced at slow crank¬ 
ing speeds. It carries a breaker (B) for interrupting the current which it supplies to 
one of the magnetos when starting. The starting magneto is operated by hand which 
drives it 4 times as fast as the regular running magnetos. As long as the platinum 
points of the ignition magnetos are closed, any connection with the starting magneto is 
ineffective, but as soon as the platinum points separate, the primary of the ignition mag¬ 
neto, which is connected to the starting magneto is then in series with the starting mag¬ 
neto, and a shower of sparks for ignition is produced, while the points remain separated. 

Fig. 14 — Magneto The starting magneto is connected to the regular ignition magnetos as shown in figs. 23 

and 24. There are four switch positions as follows: Switch position 2, left hand mag¬ 
neto is connected to starting magneto; switch position 3, right hand magneto is connected to starting 
magneto; switch position 1, both magnetos running, starting magneto disconnected; switch position 4, both 
magetos off or short circuited. The spark is produced from the ignition magnetos during the time the 
contact points are open, which is for a duration of about 27 degrees. 



CHART NO. 414—Renault Airplane Engine. Splitdorf-Dixie Airplane Magnetos. 


*The magnetos can also be of the unidirectional type, meaning that the spark is of one polarity only. There 
are four magnetic breaks within the magneto, but owing to the use of a cam of slightly different construction, 
•nly two sparks, both of the same polarity can be produced. 

**8e# figs. 19 te 26, page 293, for distributors where a single magneto has 8 or 12 segments. 





















































































































WIRING DIAGRAMS 


923 






«vtov asrmn/roit gmtkh coil 






Fig. 1, Single-wire system 
using magneto ignition; Fig. 
2, Single-wire, using Delco 
ignition; Fig. 3, Two-wire 
system for starting motor, 
rest grounded; Fig. 4, early 
1916 system with magneto 
ignition; Fig 6, 1915 sys¬ 
tem, not showing ignition. 
North-East electric system 
is used. (G, means ground). 


Dodge Electric Systems. 

The North-East system on page 369 
and 370 is the standard model “G” used 
on the Dodge sinqe fall of 1916, with 
slight internal modifications. For igni¬ 
tion, the Dodge has used the high ten¬ 
sion magneto, Delco system and since 
March, 1918, the N. E. model “O” sys¬ 
tem (fig. 7) has been used. 

On the 1915 and early 1916 cars, the 
model D electric system (fig. 5) was 
used. With this system a cut-out and 
relay type of regulator were contained in 
the starter-generator unit (this can be 
determined when there are 4 terminals 
on starter-genrator, see fig. 6). 

The model “G” system differs from 
all previous models in that it has a third- 
brush regulation instead of a current re¬ 
lay type regulator, which formed a part 
of all preceding N. E. models. The cut¬ 
out however is retained, but it is now 
enclosed in the housing with starting 
switch (pages 369 and 370), instead of 
in generator itself, therefore only one 
connection to starter generator and one 
grounded terminal. 

Charging rate is 6 to 7 amperes at 16 
m. p. h. up to 21. Over 21 the rate de¬ 
creases as low as 3 amperes. Generator 

—continued on page 924. 


CHART NO. 415—Wiring Diagrams Remy Electric Systems. Dodge Electric Systems. 

Instead of an ammeter, the Dodge system uses a charging or battery indicator, see page 870 and 410 for principle. 

















































































































































































































































































































































































































































































924 


WIRING DIAGRAMS. 


—continued from page 923. 

output can be adjusted as low as 4 amperes at 1800 
r. p. m. at 15 volts, or as high as 10 amperes at same 
voltage, by moving third-brush stud in rear of gen¬ 
erator, per instructions on pages 733 and 369, 370. 

Charging rate can be tested by inserting an ammeter 
between positive terminal of battery and cable attached 
thereto. Measured this way, it will be found to be 

RESISTANCE 


from 1 to 2 amperes less than total generator output, 
even with lamps off, due to ignition consumption. 

Actual output of generator can be measured with a 
15 ampere ammeter inserted between No. 3 binding post 
(on illustration, page 370), and positive terminal of 
charging indicator. 

Fuse is located on commutator end of starter-gen¬ 
erator. It is the first place to look in case of failure 
of current supply—see page 733 and 370. 



resistance 


Fig, 6 —Internal circuit of North-East Elec¬ 
tric System on 1915 and early 1916 Dodge. 

Ignition and light circuits not shown. 


10 HIT ION SWITCH 



sujrnwo switch | 

COT - OW’ 

n 

ru START KlfriJKN. 

12 VOLT 


BATTKRV 

_^11 ill 

IL 


' rOHMtjCr .oh 


Circuit Diagram of the Model O Ignition System on the Dodge Brothers Motor Car 


CHART NO. 416—Dodge Electric Systems—continued. Remy Magneto and Wiring Diagrams. 

A Wiring Diagram Book—Those desiring a book dealing exclusively with wiring diagrams write A. L. Dyke, Pub., 
St. Louis, Mo. Another book dealing exclusively with storage batteries is also for sale. Send for circulars. 





















































































































































































































































































































































BI.JUR REGULATION SYSTEMS. 


925 


Bijur Constant Voltage Regulation 
Generator. 

The voltage regulation system is shown in fig. 
5. With this system the amount of current gener¬ 
ated depends upon the state of charge of battery 
and the amount of lamp load in use. With a dis¬ 
charged battery the voltage is a minimum, but as 
the charge of battery proceeds the voltage of 
battery will increase, so that the difference in 
pressure between generator and battery is contin¬ 
ually diminishing. If battery is fully charged, 
then generator charging current will be small. 
Therefore the charging mirrent is variable and is 
independent of the speed, and tapers from maximum 
with a discharged battery to minimum with a fully 
charged battery. 

After generator reaches a speed at which it de¬ 
velops its normal voltage, the voltage does not in¬ 
crease with speed, but remains constant. 

Voltage regulation permits of a battery being 
charged at a high current rate when battery voltage 
is low and a much lower rate when battery voltage 
is high. 



is to connect and disconnect the generator to bat¬ 
tery when generator is at rest or at very low speeds. 
It has a shunt and series winding as explained on 
pages 334, 342. The shunt winding is connected 
across the wires from the generator so as to receive 
the full voltage of generator and when machine 
attains speed at which it develops 6.5 volts, the 
shunt winding is sufficiently energized to close the 
cut-out armature (V). The series winding is con¬ 
nected in the main circuit and current flows through 
it and its pull reinforces the pull due to the shunt 
winding and firmly holds the cut-out armature (V) 
closed. When the speed of generator is decreased 
to a speed where it generates voltage lower than 
battery, then a momentary discharge from battery 
through the series winding demagnetizes the coil 
(C) and cut-out is opened. 

The voltage regulating unit (B) fig. 5, has a 
single winding connected across the wires from the 
generator. It is opened and closed owing to amount 
of pressure developed by generator. Below' 7.75 
volts the resistance (D) is cut out of field circuit, 
path being around it through V, giving generator 
chance to build up. Above 7.75 volts, coil (B) 
pulls V to it, which throw's resistance (D) into 
field circuit which automatically reduces the genera¬ 
tion. While running, this regulator armature vi¬ 
brates rapidly cutting the resistance into and out 
of field circuit by means of vibrator V. Thus the 
pressure never goes above 7.75 or lamps would burn 
out, (similar to system of regulation shown in 
fig. 9, page 342). 

The other resistance unit (E) which is connected 
in parallel with field winding is to absorb the field 
energy when the regulator contacts are open and 
reduce sparking at contacts. 

Ammeter: In this particular system the meter 

is connected between generator and battery which 
indicates generator output only and does not show 
a discharge when .generator is at rest. On some 
cars the meter is connected at branch (A) and 
with generator in operation, meter will indicate 
output less the current consumed by lights and 
other devices. 

Adjustments. A hole is provided on regulator 
box for adjusting voltage regulator and another for 
cut-out. Turning adjusting nut to right on cut-out 
raises the cut-in voltage. Turning adjusting nut 
on voltage regulator to right raises generator volt¬ 
age. 

Before adjusting cut-out disconnect one of bat¬ 
tery terminals and place head light sw'itch on. 
Voltmeter leads should be clipped to generator 
brushes, engine run slow, gradually increasing 
speed. Adjustment should then be made so cut¬ 


out will close at 6.5 volts, the voltage will then 
immediately drop on closing, which indicates it 
has closed. 

In setting voltage regulator, connect generator 
to battery having specific gravity of 1,250 and light 
switch off. Voltage should be measured across 
brushes as above. Run engine at speed so gener¬ 
ator w'ill turn 1000 to 1400 r. p. m. and tension 
of spring regulated until 7.75 to 7.8 volts is gen¬ 
erated. Set adjusting nut tight after adjusting. 

Generator can be used without battery, if lights 

are on, otherwise resistance unit is liable to burn 
s out if lights are not on and battery is removed. 

Wiring: A single or double wire system can 

be used with this generator. 

Care: (1) Every two w'eeks 2 or 3 drops of 

thin mineral oil should be put in oilers; (2) Every 
tw'o weeks reverse regulator disconnect plug by 
pushing it in to unlock, then turn and reverse its 
connections; (3) Inspect brushes every 1000 miles, 
to see that they make good contact and move free¬ 
ly up and down. See pages 408, 409, 404, 406. 

Bijur Constant Current Regulation 
Generator. 

The system described above, used resistance (D) 
to weaken the shunt field circuit and is termed 
a “constant voltage’’ system of regulation of the 
output of current. 

The “constant current’’ system uses a third 
brush to regulate the output, as shown in figures 6 
and 7. 


The “cut-out” is used with both the “voltage 
regulated” and the “constant current regulated” 
systems. 



system is shown. The wiring can be a two wire 
system as per fig. 7, or a single wire system as per 
fig. 6. 

With the constant current *third-brush regulation 

the generated current is independent of the voltage 
of the battery or the amount of lamp load connected, 
but depends upon the speed at which machine is 
driven and position of the regulating third-brush 
with respect to the two main brushes. The cut¬ 
out (V) closes when generator reaches 6.5 volts, or 
generator speed of 500 or 600 r. p. m. With in¬ 
creasing speed the current increases to maximum 
value, at. speeds about 1000 to 1600 r. p. m.; at 
higher speeds current gradually decreases. 

Adjustment: Moving the brush (by loosening 

nuts) in direction of rotation of armature increases 
generator output, in opposite direction, decreases. 
At 1400 to 1600 r. p. m. of generator (20 to 25 
miles, car speed) the amperage should be# not less 
than 12 or more than 15. Approximately a shift 
of third-brush iV" will change oxitput 2 to 3 am¬ 
peres. If adjusted on car, remove generator cables 
and tape ends, then place hack after adjusting and 
run generator and test. Two or three trials may 
be necessary. Best results are obtained after run¬ 
ning car when generator is hot and connected to 
battery with 1250 specific gravity (s. g.) 

Fuse: A 6 to 12 ampere fuse is placed in field 
to jirotect coils burning out. 

It is not feasible to supply current for lights 
from a constant current generator without a battery 
being connected in circuit, for instance, if lamps 
require 7 amperes and generator at speed, delivers 
15 amperes, the generator voltage would rise until 
the additional 8 amperes not required by the lamps 
w'ill be forced through the lamp circuit and burn 
them out. 

Care of generator and starting motor—see pages 
407 to 421. See p. 546 for cars using Bijur system. 


CHART NO. 417—Constant Voltage and Constant Current Regulation—Bijur as Examples. See also, 

pages 343, 345, 347. *See also page 389, explanation of third-brush principle. 





































































WIRING DIAGRAMS. 


926 


FOR MODELS, A, B, D, F, O and T MAGNETOS FOR MODELS W, X, Y AND Z MAGNETOS 

pj i iii vr i *■ i i d—d h ' 

1 



<s ^ 1 


Fig. 


3 1 

//C\ 


I o 


. A——pf 





BATTERY 


Splitdorf Magneto and 4 ‘T S’ * Transformer 


SPARK PLUGS 




Spiltdorf Magneto and "T S'' Transformer 

Fig. 
Fig. 


fm Flogs 



Spiltdorf Magneto and Da th 
Transformer 


Splitdorf Magneto and Tube 
Transformer 


Splitdorf Magneto and Dash 
Transformer 


Spiltdorf Magneto and Tube 
Transformer 


FOR MODELS S AND SS MAGNETOS 


FOR MODEL G and H MAGNETOS 

Fig. 

piling Fig. 9 



To Plugs Spiltdorf Magneto and Dash 
Transformer 





Spiltdorf Magneto and “T S" Transformer 

Fig- TO PLUGS, 
Switch 13 


© 

® i 



li , ,. . .. ih 



Wiring Plan of Sptltdorf Timer-Distributor 


Splitdorf Magneto Wiring Diagrams. 

Many of the systems are similar. Note diagrams show both the dash type and tube type coils. For 
instance, fig. 3 is dash coil for models A, B, D, F, T, W, X, Y, Z magnetos, whereas figs. 1 and 2 show con¬ 
nections to the tube type coil. Many of the above ignition systems were used several years ago, but are 
shown as a reference for older model cars. 

Magneto in fig. 1 and coil in fig. 14 would constitute the model O system. Magneto in fig. 2 and coil 
in fig. 3 would represent the model X system formerly used in the Maxwell “40.” Fig. 12 is the EU4 
magneto. See pages 290 to 293 for Splitdorf Dixie magneto and pages 228 for Splitdorf coil connections. 

Berling Magneto. 

Figs. 9 and 10 show the two-spark system. When switch is in position (1), primary winding is short 
circuited and magneto is “off.” When on (2), magneto operates as a single spark magneto. When in 

this position (2), end of secondary 

Pig. iO - --' 


■BERLING TWO POINT 
HIGH TENSION MAGNETO 




■Qz 


$ 


Pig 9 

— 


•* — s 

- a 

r 




■M 

at 





cr 

c_ 

} * 











1 

■J 


‘ran 

o 

V 

k 




Oround return' - “ 


is grounded and is position for start¬ 
ing, because at slow speeds all of in¬ 
tensity of magneto is concentrated to 
one spark plug instead of being di¬ 
vided. When on (3), which is run¬ 
ning position at full speed, magneto 
supplies current for the two spark 
plugs in each cylinder and current is 
divided between the two. Breaker 
points are set .016 to .020 in. 

Another two-spark system is shown 

on page 283. 


CHART NO. 418—Wiring Diagrams Splitdorf Magneto Systems. Berling Two-Spark Magneto. 

See page 864F for advertisement of a large Book of Wiring Diagrams in blue print form. This book also 
deals with Storage Batteries and Electric Systems—send for circulars. 



















































































































































































































































































































MISCELLANEOUS. 


927 





Stromberg Model “L” Carburetor. Berling Magneto. 


CHART NO. 410—Stromberg Carburetor. Berling Magneto. 


Pierce-Arrow Dual Valve Engine. 

* 


Berling type D- 
81x-2, high ten¬ 
sion 8 cyl., sin¬ 
gle spark mag¬ 
neto as used on 
the Curtiss train¬ 
ing planes. 

The interrupter 

is shown to the 
left. 


Pierce-Arrow “Dual” Valve Engine. 


Dual valves, mean two inlet and two exhaust 
valves to each cylinder. The Stutz engine, page 
109, uses dual valves but they are placed overhead 
instead of to the side as below. The White also 


uses a “T” head cylinder with two inlet and two 
exhaust valves per cylinder. 

Advantages of dual valves is this: It is well 
known that greater power, especially at higher 
speeds is obtained by using large 
valves. For instance, in standard 
practice the rule is to have the valve 
diameter one-half that of the bore of 
cylinder. For a 4% inch bore, a 2\i 
inch valve is used. In order, how¬ 
ever, to get the maximum possible 
power, a 3 in. valve with a % in. lift 
would give greater power, but to do 
this would result in noisy valves, due 
to the heavy valve spring required to 
close them promptly, and also on ac¬ 
count of the tendency of the valve 
head to warp out of shape. 


Therefore by using two smaller 
valves of iy 2 in di., with a % in. 
lift, the same opening area as the 
single 3 inch valve is obtained. This 
gives the maximum power and a very 
quiet valve action, due to the use of 
light valve springs. 


Name of Parts. 

Pierce-Arrow: cylinders of 3 blocks, 
“T-head;” valves on side; fuel fed 
to carburetor by pressure; ignition, 
Bosch high tension magneto with a 
Westinghouse generator system as a 
reserve. The two systems are inde¬ 
pendent and connect with two sets of 
spark plugs. WO, water pipe from 
engine to radiator; WC, water bypass 
from thermostat; WI, water pump 
connection to radiator; OP, water 
pump; WP, water pipe; S, spark 
plugs; N, inlet valves; HA, hot air 
intake to carburetor; CR, carb. float 
chamber; IM, intake manifold (hot 
water jacketed) ; R, generator; DR, 
generator distributor; G, gasoline 
primer; Y, carburetor adjusting needle 
valve (controlled from seat) ; E, ex¬ 
haust valves; M, magneto; EX, ex¬ 
haust manifold; BR, oil filler; 0, oil 
pump; A, oil pump drive gear case; 
D, electro magnetic starting switch 
for starting motor; SM, starting motor 
with automatic gear shift. 

See page 277 for Pierce-Arrow igni¬ 
tion system. 


OIST. EiNGER BRUSH 


Fig. 1. Sectional 
view of Strom- 
berg carburetor, 
type L, page 176. 

The only differ¬ 
ence between the type L and M, 
page 176 is in the “economizer” 
action, or the lifting of the high 
speed needle valve (A) automati¬ 
cally. This needle valve (A) on 
type (M) is hand regulated. 


oist. block stud upper* 

GIST BLOCK INSIDER - 


DlST. riNGER LOCATING BUSHING 


OIST. BLOCK COVER 


TERMINAL PLUG CLAMP 
TERMINAL PLUG 


BRUSH HOLDER CLAMP 


BRUSH HOLOCR 


CAM HOUSING 
COVER 


BRUSH HOLDER 
COVER 


COLLECTOR BRUSH 


DiST. b^OCk clamp spring 


CAM 

INTERRUPTER 

LEVER 

INTERRUPTER LEVER 
CLAMP SPRING 


INTERRUPTER 

BASE 

INTERRUPTER 
HEXAGON SCREW 
LOCKING CLAMP 


CAM HOUSING 

INTERRUPTER PLATINUM 
CONTACT SCREW 
NTERRUPTER PLATINUM 
CONTACT SPRING 


HEXAGON 
MOUNTING SCREW 














































923 


K-W MAGNETO SUPPLEMENT. 





The K-W magneto differs 
magnetos in many ways, and possibly the 
clearest information that can be given, is 
by careful study of the diagrams and ac¬ 
companying explanation. 


*K-W Magnetos. 

from other The winding: Complete assembled wind¬ 
ing (illustration C) consists of a primary 
winding of heavy copper wire and a second¬ 
ary winding (see also diagram A), which is 

made up of a 


t 


G9 
7 


Diagram “A.” 

Diagram “A” shows a longitudinal sec¬ 
tional elevation of the model HK magneto. 

By referring to the numbers in the follow¬ 
ing description, a clear idea may be ob¬ 
tained of the function of the various parts. 

96 Distributor block. 

98 Distributor brush 
holder. 


1 Bridge or spider. 

2 Distributor gear. 

10 Base. 

14 Low tension bus 
bar. 

24 Dust cap or cover. 

29 Retainer spring. 

56 Switch binding post. 

64 Driving pinion. 

67 Cam. 

69 Rocker arm roller 
shaft. 

73 Magnets. 

79 Plunger for pri¬ 
mary circuit. 


100 High tension lead. 

113 Secondary wind¬ 
ing. 

114 Primary winding. 

118 Safety spark gap. 

119 Secondary distri¬ 
butor brush. 

120 Secondary contact 
plunger. 

126 Condenser. 

180 Rotor. 

186 High tension bus 


bar. 

Illustration “B” shows the rotor (which 
is the only revolving part in the K-W 
magneto) and the complete assembled wind¬ 
ing. The rotor is made up of soft Norway 
sheet iron 
sta m p i n g s , 
which are riv¬ 
eted together 
and very ac¬ 
curately ma ‘ 
chined, as these 
rotor b 1 o e k s, 


Illustration 


which run on high grade annular ball bear¬ 
ings, have only .003" space between their 
face and the face of the pole pieces. The 
rotor blocks are made in two halves and 
are held on the shaft by a taper pin and 
are mounted at right angles to each other. 

In mounting the winding between these rotor 
blocks, the pin is taken out of one half, and the 
rotor block is withdrawn from the shaft to allow 
the winding to be placed in the center. 


nish, each one 
Illustration “O.” baked twenty- 

four hours, which thoroughly insulates it 
from the primary winding and also assures 
it being as near water and oil proof as it 
is possible to make any high tension coil. 
These windings are assembled with the sec¬ 
ondary outside of the primary and then en¬ 
closed in a brass housing with a hard rub¬ 
ber plug, through which the high voltage 
secondary is carried to the distributor brush 
of the magneto. 

The condenser: No. 126, in diagram 

“A ,” is made up of a number of alternat¬ 
ing sheets of tin foil and mica, every other 
sheet of tin foil being connected together, 
which makes two series of tin foil layers 
separated from each other by sheet mica. 
Each sheet of mica is tested separately be¬ 
fore being used with 5000 volts for break 
down and after it is assembled it is given a 
test of five to six times the normal working 
voltage to which it is subjected, assuring 
reliability under adverse conditions. 

The safety gap, No. 118, diagram “A,” 
is a necessary part of any high tension mag¬ 
neto, its object being to form a path for the 
high tension current to jump across in case 
a secondary cable that leads to the spark 
plugs, should be off when the engine is run¬ 
ning. This safety gap, as its name implies, 
prevents the winding from burning out, for 
as long as their is a path for the high ten¬ 
sion current to pass through, it will never 
puncture the insulation of the secondary 
winding. 

The magnetic field of the magneto is com¬ 
posed of four horse shoe magnets No. 73, in 
diagram “A,” which are mounted on two 
cast iron pole-pieces, spaced 90 degrees 
apart. The rotor, No. 180, revolves within 
this magnetic field, and as the rotor blocks 
are spaced 90 degrees apart, there is a cur¬ 
rent wave four times to the revolution of 
the magneto. 


*See also, pages 256. 296, 288 and 832 for additional information on K-W magneto*. 





































































929 


K-W MAGNETO SUPPLEMENT. 


When the rotor is revolved within this 
magnetic field, the magnetic lines of force 
are cut or distorted and an electrical cur¬ 
rent is set up in the primary winding, 
which is carried up through part No. 14 
to bridge No. 1, then through spring No. 
69 to the circuit breaker cap and through 
the contact points in the circuit breaker 
back to the other side of the winding, com¬ 
pleting the circuit. 

When the current has reached its highest 
point, the circuit breaker-points are open 

and the change of the magnetic flux causes 
a high voltage to be set up in the fine wire 
secondary winding. This induction is as¬ 
sisted by the condenser, which is connected 
across the circuit breaker points, absorb¬ 
ing the spark which would occur if the con¬ 
denser were not in circuit and also assist¬ 
ing by the discharge which takes place im¬ 
mediately after it is loaded. 

The high tension current is carried up 
through the hard rubber plug to the bus bar 

No. 186, then through lead No. 100 to the 
distributing brush, which distributes it to 
the different segments on the distributor 
block, these segments being connected by 
high tension cables to the different spark 
plugs on the engine. 

The distributor block is made of hard 
rubber into which is molded brass segments, 
one for each cylinder. The distributor 
brush which turns with the gear of the 
magneto is also molded of hard rubber and 
carries a carbon brush, which bears lightly 
on these segments as it passes, and the 
magneto is timed so that the circuit breaker 
points open and the high tension current is 
generated just at the instant this brush goes 
to the segment. 

The K-W Circuit Breaker. 

The entire circuit breaker is removable. 
Release spring No. 29 by pushing it aside. 
Pull out complete breaker box and remove 
cover nut No. 79. This allows removal of 
circuit breaker cap and gives access to 
breaker parts. The same type of circuit 
breaker is used on all K-W high tension 
magnetos, and is shown by diagram “D.” 
It is arranged to have 30 degrees of ad¬ 
vance or retard for regular work. 

68 67 



Diagram “D.” 

When the points fail to separate or when 
the distance is too far apart, adjust part 
194 with small screw driver inserted 
through hole for that purpose in housing. 
The proper distance apart is i&". A gauge 
is sent with every magneto. Spark plug s’*". 

The firing point of the magneto is just 
when the points are beginning to open or 
break circuit, not when they touch. 


To Open Distributor. 

Remove the high tension lead No. 100, 
by turning it to right, which releases it at 
bottom. Unscrew nut at top of spider, and 
remove the bridge or spider No. 1, thus re¬ 
leasing cap on distributor block and giv¬ 
ing view of distributor and brush No. 119. 

♦Impulse Starter. 

Illustration “F” shows the impulse 
starter as applied to the model HK mag¬ 
neto and diagram “E” shows a sectional 
view of the impulse starter only. 

The impulse 
starter con¬ 
sists of two 
separate 
members, one 
of which is 
called the 
ratchet and 
one the start¬ 
er case. The 
ratchet is fas¬ 
tened direct¬ 
ly to the ro¬ 
tor shaft of 
the magneto 
and the case 
connects to 
the coupling, 
which is fas¬ 
tened to the 
shaft that 
drives the 
magneto. In¬ 
terposed be¬ 
tween these 
two members 
is a clock spring which performs the func-, 
tion of driving the rotor when the starting 
mechanism is used. 

When the engine is to be started, the 
trigger, ST-14 is pressed, which allows the 
hook dog ST-13 to drop into the notch on 
ratchet ST-6, so when the starter case ST-2 



5TH 

Diagram “E.” 


is turned by the drive shaft, the ratchet re¬ 
mains stationary, and the clock spring in¬ 
side the case is wound up while the case 
is moving 80 degrees, which brings starter 
dog ST-11 around to the position where it 
moves the roller on ST-13, which in turn 
moves this hook ST-13 out of the notch on 
the ratchet. 

When this hook dog releases the ratchet, 
it is given an impulse forward by the clock 
spring, and is thrown back to its original 
position, as shown in the diagram. While 
this rotor is being moved rapidly by this 



*See also, page 832. Manufacturers of K-W Magnetos: K-W Ignition Co.. Cleveland. Ohio. 



















930 


K-W MAGNETO SUPPLEMENT. 


spring, the circuit breaker points are open, 
causing the function of producing the spark. 

The starter continues to operate until a 
predetermined speed has been reached, when 
the hook dog is thrown up and latched and 
the magneto is driven direct. The speed 
at which the starter throws out of engage¬ 
ment, is determined by the tension of the 
cushion spring on the hook dog. 

To Time Magneto To The Engine. 

First: Turn over crank shaft of engine, 
placing engine from 3° to 5° past top dead 
center on firing stroke. 

Second: Mount and connect magneto so 
that the tripping mechanism will trip the 
impulse starting device. 



Illustration “G.” 


Illustration “G” shows K-W high tension 
magneto, known as model TK, while dia¬ 
gram “J” shows a cross sectional view of 
this magneto. It will be noted that the 
principle of the model HK and TK magneto 
is exactly the same, the only difference be¬ 
ing in the size of the magnetos and their ap¬ 
pearance. The same principles of design 
and construction, are employed in both. 
Model TK, however, has flat magnets. 



Diagram “J.” 


Both magnetos are of the inductor type 
construction, having a stationary winding 
and revolving rotor. This does away with 
all moving wires, collector rings, special 
contacts, etc. and is considered by the man¬ 
ufacturers the simplest form of construc¬ 
tion. 


K-W Low Tension Magnetos or 
Alternating Current Generators. 

These generators are made for ignition, 
using a vibrating spark coil and low ten¬ 
sion timer, and are made in several models, 
for either friction or belt drive. 

They are also made for tractor and mo¬ 
tor boat electric lighting systems, feeding 
the current direct to the lamps. These gen¬ 
erators will not charge a storage battery, 
as they produce alternating current. 

Internal Constructon. 

This illustration “H” shows the internal 
construction and extreme simplicity of the 
K-W low tension magneto, designed on an 
entirely new principle, and patented by 
them. Instead of having wires wound 



longitudinally around a revolving armature, 
it has stationary spiral winding of copper 
ribbon, as is shown in the center of illus¬ 
tration “I,” and also in illustration 
w T hich is a view of the inside of a low ten¬ 
sion magneto. The rotor changes the direc¬ 



tion of magnetic flux through the winding, 
four times per revolution, and thus pro¬ 
duces the electric current. This rotor re¬ 
volves in two sets of high grade ball bear¬ 
ings and doe3 not rub against or touch any 
other part on the entire magneto, as all 
other parts stand still. (See also, page 256.) 

The terminals of the winding extend 
through the top of the pole pieces in which 
the rotor revolves and are securely con¬ 
nected to the binding posts, which- are lo¬ 
cated at the end of the magneto. 

The electrical part is housed in a case, 
making the magneto practically waterproof. 

It will stand any amount of spray or rain. 
Oil it occasionally, and the K-W generator 
will “stay on the job.’’ 

AH models of K-W lighting magnetos or gen¬ 
erators, in addition to having a special winding 
suitable for the lights, have the air gap between 
the rotor and pole pieces so adjusted as to make 
them automatically self-regulating, due to the im¬ 
pedance of the coil, to a very close degree, so as 
to take care of the various speeds of the engine. 






























































PARTS OP DODGE DRIVE SYSTEM.' 931 



1 Clutch release fork. 

2 Clutch pressure plate. 

3 Clutch driving disc pin. 

4 Clutch spider. 

5 Clutch shaft front bearing. 

6 Clutch spring. 

7 Clutch driven disc pin. 

8 Clutch driven disc. 

9 Clutch driving disc. 

10 Housing, bolts to crankcase. 

11 Flywheel. 

12 Ball bearing clutch release. 

13 Countershaft drive gear. 

14 High speed internal gear. 

15 Countershaft low and reverse pinions. 

16 Countershaft intermediate gear. 

17 Countershaft. 

18 Sliding gear shaft, or transmission main shaft. 

19 Universal joint housing. 

20 Universal hollow shaft; square drive shaft (49) 

fits inside. 

21 Universal joint. 

22 Sliding gear shaft rear bearing. 

23 Shifting shaft. 

24 Intermediate sliding gear. 

25 Shifting shaft yoke. 

26 Gear shifting fork. 

27 Gear shift lever. 


28 Hand brake lever. 

29 Low and reverse sliding gear. 

30 High speed sliding gear. 

31 Shifting shaft plunger. 

32 Clutch shaft. 

33 Clutch shaft rear bearing. 

34 Clutch release grease tube. 

35 End of engine crankshaft. 

38 Clutch pedal. 

39 Foot brake pedal. 

40 Speedometer drive shaft. 

41 Hand brake levershaft. 

42 Speedometer drive gear. 

43 Transmission drain plug. 

44 Clutch drain plate. 

45 Reverse idler ninion. 

46 Reverse idler pinion bracket. 

47 Support arm. 

49 Square end of drive shaft, fits into 20. 

50 Torque tube, fits to 19. 

51 Rear axle housing. 

52 Drive or propeller shaft. 

53 Drive shaft roller bearings. 

54 Drive pinion. 

55 Foot brake operating shaft. 

56 Adjusting ring lock screws. 

57 Hand brake operating shaft. 

58 Rear axle drive shafts. 


CHART NO. 420—Parts of The Dodge Drive System (1919). 

See Insert No. 1 for top view of Dodge Chassis and pages 369, 370, 733, 924, 411 for Dodge Electric System 
and Chain Adjustment. 





















































932 


PARTS OF DODGE DRIVE SYSTEM. 


69 Differential roller bearing. 

60 Differential bevel gear. 

61 Differential cross. 

62 Lubricant level plug. 

63 Bevel driven gear. 

64 Differential bevel pinion. 

66 Bearing adjusting rings. 

67 Drive shaft bearing adjusting rings. 
69 Differential carrier. / 

71 Adjusting ring lock. 

72 Foot brake operating shaft lever.' 


See page 666. 


Pointers on Adjustment 
To Adjust Clutch., 



♦Removal of Clutch and Gear Box. 

1—Break universal joint; 2—drop emergency brake 
rod; 3-—remove exhaust pipe completely; 4—block 
up engine at rear, just in front of the bell flywheel 
housing; 6—remove bolts in rear engine arms (47) ; 
6—remove bolts holding bell housing flange (10) to 
crankcase; 7—drop foot brake rod; 8—disconnect 
flexible grease cup tube running from floor board to 
clutch throw-out; 9—slide unit to rear and lift out. 

Disassembly of Clutch. 

1—Remove two lock screws in clutch throw-out 
yoke (visible from clutch hand hole) ; 2—remove 
two nuts on clutch throw-out yoke; 3—remove 

clutch pedal (38) from its 
shaft and loosen brake pedal 
(39); 4—drive out clutch 

shaft (32) to the left; 6— 
lift out clutch unit; 6—ap¬ 
ply clutch puller, fig. 1, to 
complete clutch disassembly. 
The puller consists of a cross 
member with a bolt termin¬ 
ating in a hook perpendicu¬ 
larly placed at each ex¬ 
tremity. The hooks engage 
pins on the clutch; 7—draw 
down on puller nuts until the clutch spring is 
sufficiently compressed so that the split locking 
ring may be withdrawn; 8—remove split locking 
ring; 9—ease up on puller nuts, and then remove 
clutch spring; 10—clutch plates may now be taken 
apart. 

To Replace Clutch. 

See fig. 2. The facings come already cut and drilled 
so it is merely a matter of riveting a new facing in 

place on the driving discs 
9, fig. A, page 931. A tool 
especially designed for this 
purpose is shown in fig. 2. 
The punch is made of a 
valve stem, hardened. In 
putting in the hollow rivets, 
half of them should face 
one way and alternate ones 
in opposite direction. This 
tool may also be used to 
rivet brake linings, page 
689. y B 

Noisy Rear Axle. 

When there is a singing or humming noise con- 
stantly in rear axle, with the humming increasing 
with speed, and the rear axle mesh seems stiff 
when clutch is thrown out, it is usually due to the 
adjustment of the drive pinion (54) to the driven 
bevel gear (63) being meshed too tight. 

When there is noise and back-lash, which is more 
noticeable when clutch is “thrown-out,” and there 
seems to be a loose, jerky motion in rear, when 
clutch is thrown-out,” it is probably due to gears 
54 and 63 not meshing tight enough. g 

Remedy: First see if there is oil on teeth of gears 
bj taking filler plug out and. sticking your fingor 
on gear. Often times heavy grease will not throw 
all way round. 

Adjustment: Ordinarily the adjustment of drive 
pinion (54) is sufficient. If not, then driven bevel 
gear (63) must also be adjusted. 

Note. On other makes of cars having “helical” 
gears the same rules apply. 

To Adjust Drive Pinion. 

The whole drive shaft 62, fig. C, page 931, can 
be adjusted endwise to obtain exact position of the 
driving pinion (54) which is rigidly attached to 


Clntch 
Plate - 



73 Hand brake operating shaft lever. 

74 Differential bearing adjusting ring lock. 

76 Grease retainer. 

77 Wheel roller bearings. 

78 Tire. 

79 Brake toggle joint—see page 689. 

80 Rear wheel hub bolt. 

81 Wheel bearing adj. nut. 

82 Rear wheel flange. 

83 Spring. 

84 Brake mechanism—see also page 689. 

of Dodge Drive System. 

it, in relation to the driven bevel gear (63) bolted 
to the differential. Two adjusting rings (67), fitted 
against the two Timken bearings (53), can be 
screwed forward or backward to obtain the proper 
position of the bevel driving pinion (54). These 
rings can be reached by removing the ring lock i 
(71, fig. D). All that need be done is to back off I 
one adjusting ring (67, fig. 0), and screw the 
other one ahead, in whichever direction it is de¬ 
sired to move the bevel driving pinion (54). Be 
sure that each of them is holding its bearing rigid¬ 
ly before replacing lock (71). 

Adjustment of Bevel Driven Gear. 

To test if the bevel gear (63) is running quiet, 
jack up the rear axle and run the engine with the 
gears, in direct drive about 20 m. p. h. as indicated 
by speedometer. 

After adjusting the bevel driving pinion (54) as 
explained above, if still noisy, then remove rear 
axle cover plate and the two adjusting rin' lock 
screws (56) and readjust bevel driven gear (G3) 
to the new position of pinion. 

The large bevel driven gear (63) can be moved 
either to the right or to the left in order to insure 
its quiet engagement with driving pinion (64), by 
operating the two bearing adjusting rings (66, fig. 

C, page 931) in similar manner as those used in ad¬ 
justing the drive pinion. After adjusting, they are 
locked in place by the adjusting ring lock screws, 
(56, fig. C and D, page 931). 

Removal of Rear Axle Shafts. 

The rear axle is of the full floating type, permitting 
the removal of the drive shaft (58, figs. G and E, 
page 931), without jacking up the car. 

To remove rear axle shafts (58) and flanges (82), 
simply unscrew the nuts on bolts 80, which hold 
the flanges to hub of w r heel and remove them to¬ 
gether with the axle shafts. If one axle shaft 
should stick, remove one on opposite side and drive 
or push other one out wth a long rod. 

Lubrication of rear axle: use 5 pints, if empty, of 
gear lubricant, or enough to fill rear axle up to level 
of lower plug, 62, figs. 0 and D, page 931. If grease 
leaks out rear wheels, housing is too full. 

To Disassemble Differential. 

1—Remove axle shafts 58; 2—remove inspection 
plate; 3—take caps off bearings and lift out; 4— 
remove cotter pins and nuts on the 4 studs which 
hold differential unit together and disassemble. 



Fig. 4: To remove drive 
pinion (54), a plate is 
bolted to the 4 studs and 
pressure applied to shaft 
by screw. 


Fig. 5: To remove front bearing adj. collar 0, 
turn to left with a screw driver. A special wrench 
for this purpose can be made of a piece of pipe P. 

Fig. 3: Puller for front of universal joint. 




Fig. 6: Drag link cap 
is filed to give adjust¬ 
ment. 


FIG. 6 


FIG 9 



CHART NO. 421—Dodge Drive System—Continued. 

*See also, pages 666. 670 and Insert No. 1. See page 689 for Dodge Brake Adjustment. (Motor World.) 




























933 


LIBERTY ENGINE SUPPLEMENT. 


Brief 

At the declaration of war, Mr. H. E. Coffin, and 
soon thereafter, Mr. E. A. Deeds, were called upon 
to organize the production of aviation equipment. 

J. G. Vincent, Chief Engineer of Packard Motor 
Oar Co. and E. J. Hall of the Hall-Scott Co., of 
Berkeley, Calif., were called into conference at 
Washington, May, 1917. On May 29th, these two 
men started the design of an 8 cylinder aviation 
engine to develop approximately 200 h. p. and a 12 
cylinder engine to develop 300 h. p. The first en¬ 
gine, an 8 cylinder was delivered to Bureau of 


History. 

Standards, Washington, July 4, 1917, and ran suc¬ 
cessfully. 

The Engine Production Department, a portion of 
the Division of the Signal Corps was created in 
Aug., 1917, with Lieut. H. H. Emmons in charge 
as Chief Engineer of Engine Production Department. 

The h. p. of 12 cyl. engine was increased to 440 
h. p. and in spite of many difficulties, more than 
15,000 engines were produced by Nov. 29, 1918, or 
within 18 months after work began. Certainly a 
marvelous accomplishment. 


Oiling 

The oil supply for the Liberty engine is carried 
In a reservoir which is cooled. This reservoir is 
mounted somewhere in the vicinity of the engine 
and from it oil is led to the connection on the right 
side of the oil pump body, which is marked “oil in.” 

There are two oil pumps; a delivery pump and 
an oil return pump. 

Oil return pump: immediately above the oil de¬ 
livery pump is located the “oil return pump” con¬ 
sisting of three gears, and driven by the same shaft 
as the delivery pump. The function of this oil re¬ 
turn pump is to draw the excess oil out of the crank 
case and return it to the oil reservoir. One half 
of this pump draws oil from the oil sump at the 
propeller end of the crankcase and the other half 
draws oil from the sump at the distributor end of 
crankcase. Both halves of the pump deliver oil to 
the connection on the left side of the oil pump body 
marked “oil out,” from which point it returns to 
the oil reservoir. 

The oil delivery pump takes the oil and delivers 
it under pressure to a distributor pipe (O) running 
the entire length of the crankcase. 

There is a pressure regulating valve between the 
pump and the distributing pipe which holds the 
pressure so that it does not exceed 50 lb. per 
sq. in. 

The oil gauge pressure, after about 3 min. run¬ 
ning at 600 to 800 r. p. m. should show about 5 lbs. 
pressure, and at 1600 r. p. m. up to 80 lbs. 

From the distributor pipe, there are pipes (P) 
leading to the main crankshaft bushings. The crank¬ 
shaft is hollow, and in the center of each main 
bearing there is a radial hole drilled through the 
shaft into the hollow center. A passage leads from 
each hollow main bearing to the adjacent crankpin, 
which is also hollow. A radial hole is drilled 
through each crankpin and carries the oil out on 
the surface of the pin. 


System. 

There are oil grooves and passages in the con¬ 
necting rod bushings to insure proper lubrication 
for both the forked and plain connecting rods. 

The oil spray thrown off by centrifugal force 
from the ends of the connecting rods lubricate the 
piston pins and cylinder walls. 

A part of the oil conducted to the crankshaft main 
bearing at the propeller end of the engine goes 
through a passage around this bearing and up 
through pipe leads F and E, to the propeller end of 
the camshaft housings. From the end of the cam¬ 
shaft housing it is led around the end of the cam¬ 
shaft bearing through a passage drilled diametri¬ 
cally through the bearing midway of its length. 

Once every revolution of the camshaft, a hole 
drilled through the camshaft into its hollow center 
registers with the oil passage through the bearing. 

Thus once every revolution of the camshaft a 
small quantity of oil is forced into the hollow cam¬ 
shaft. 

The oil is led through the camshaft and out 
through holes drilled in it to each camshaft bearing. 

The excess works out of the ends of these bear¬ 
ings and collects in small reservoirs to a depth of 
about % in. The cams, in revolving, dip into this 
oil and splash it over the cam rollers. 

The excess oil eventually finds is way to the gear 

end of the camshaft housings, over the gears and 
down the drive shaft housing into oil chamber (O) 
just above the oil pump. 

The excess oil thrown off in the crankcase by the 
connecting rods collects in this same chamber when 
the engine is inclined so that the propeller end ia 
high. If the propeller end of the engine is low, this 
oil collects in the oil sump or chamber at the pro¬ 
peller end of the crankcase. 



Ex., exhaust porta; 
OS, camshaft; G6, 
camshaft drive 
gear; G, driveshaft 
housing; Gl, G2, 
G7, L, D corre¬ 
spond with fig. 28, 
page 936; O, oil 
chamber above oil 
pump; WG, water 
pump gear; C, oil 
distributor pipe; 
OR, con n e c t i n g 
rods; RS, crank 
ahaft. 






















934 


LIBERTY ENGINE SUPPLEMENT. 


General Construction. 


The Liberty engine used in the De Havi- 
land and other land planes and many sea¬ 
planes is a twelve-cylinder V-type with 
overhead valves and overhead camshaft. It 
weighs approximately 890 lbs., and the 
horsepower ranges between 350 and 400 in 
the Army type with the high compression 
pistons and 320 to 340 in the Navy type 
with low compression pistons (fig. 28). 

The rated fuel consumption is 0.54 lb. a 
horsepower, or 36 gal. an hour with wide 
open throttle at 1700 r.p.m. Under service 
conditions about 30 gal. an hour is fairly 
representative consumption. 

The oil consumption is 0.03 lb. a horse¬ 
power-hour, or iy 2 gal. an hour with wide 
open throttle at 1700 r.p.m. 

The horizontal flying speed of the engine 
is 1700 r.p.m., and the ground speed is 1600 
to 1625 r.p.m. 

Cylinders. 

Cylinders: The design is followed after 
the practice used in the German Mercedes 
(page 916), English Rolls-Royce, French 
Lorraine-Deitrich, and Italian Fraschini, be¬ 
fore the war and during the war. 

The cylinders are made of drawn steel in¬ 
ner shells surrounded by pressed steel 
water jackets welded to the cylinders and 
at their own seam. Each cylinder has one 
inlet and one exhaust valve and two spark 
plugs. 

Angle between cylinders: In the Liberty 
the included angle between the cylinders is 
45°; in all other existing 12-cylinder engines 
it is 60°. This feature is new with the 
Liberty engine, and was adopted for the 
purpose of bringing each row of cylinders 
nearer the vertical and closer together, so 
as to save width and head resistance. By 
the narrow angle greater strength is given 
to the crank case and vibration is reduced. 


head which gives an 18 per cent compres¬ 
sion space. 

**The Navy-type pistons have a flat head 
which gives a 20.5% compression space. 

The pistons are 5 in. long and have three 
rings of the eccentric type, all at the top 
of the piston. These piston rings are as¬ 
sembled with a gap between the ends of 
the rings not less than .025 in. The pistons 
of the engine weigh 3 lb. 3 oz. 

Piston Pin 

is a seamless steel tube, the tube being 
a drive fit into the bosses on the aluminum 
piston. Tube is 1%-in. outside diameter 
and surrounded by a bronze bushing, upon 
which upper end of connecting rod bears. 

Crankshaft. 

The design follows the standard 12-cylin¬ 
der practice, except as to oiling—see page 
933 and below. 

Crankshaft is a drop-forged seven-bearing 
crankshaft 2% in. in diameter, the longer 
being at the propeller end. 

The shaft carries a propeller hub at its 
forward end and at the rear end carries 
a bevel gear for driving the valve mech¬ 
anism. 

A double row thrust bearing at the pro¬ 
peller hub end of the crankshaft takes the 
end thrust on the shaft. 

The shaft is drilled for oil passage, the 
openings being drilled through the crank 
cheeks through the crankpins. 

Connecting Rods. 

The forked or straddle-type connecting 
rods of I-beam type are used. This type of 
connecting rod was first used by the French 
De Dion car and on the Cadillac in this 
country. The length is 12 inches between 
centers. Both crankshaft and connecting 
rods are made of chrome nickel steel. 


A disadvantage of this angle, if used for auto¬ 
mobile work would result in uneven firing im¬ 
pulses—which would be noticeable at low speeds, 
as the spark occurs close together, 22%°, and 
then far apart 37%° of distributor brush rota 
tion, similar to explanation on page 918, except 
the Delco battery system is used on the Liberty 
instead of a magneto as explained on page 918. 

With the airplane engine however, where the 
speed is usually high and constant, the uneven 
impulse is not noticeable. 

The bore is 5 in. and stroke is 7 in., 
same as on the Hall-Scott, A-5 and A-7 en¬ 
gine, page 912, and as used on the Ilall- 
Scott 12 cyl. engine. Piston displacement 
is 1649.34 cu. in. 

An engine in all respects identical with 
the Liberty airplane engine, but having 
cast iron cylinders is used in Tanks. 

Pistons. 

The pistons are of aluminum, and are of 
the Hall-Scott design, page 913. 

There are two designs of pistons used, 
one for the Army and one for the Navy, 
(see fig. 28, page 936.) 

The Army-type pistons have a crowned 



Note, lower part of the plain end connecting 
rod is placed between the forks of the forked end 
rod. P—shows section of lower end of plain rod 

—continued on page 985. 
♦Engines required for different classes of work were: (1) The Elementary Training Planes; (2) For 
Advanced Training Planes; (3) For Combat Planes. For 1, Curtis OX, 90 h. p. engine, page 921, and 
Hall-Scott A - 7 A, 100 h. p. engine, page 913 were ui^ed. For (2), the Gnome 110 h. p. engine, page’910, 
made by The General Vehicle Co., Long Island, N. Y. and the Le Rhone (similar), of 80 h. p., made by 
the Union Switch and Signal Co., Swissvale, Pa., and the Hispano-Suiza, 150 h. p., page 918, by the 
Wright-Martin Co., New Brunswick, N. J. For (3), the Liberty Engine. It was estimated that 22,500 
would be required for the Army and Navy. 

**See foot note, page 936. 











































CRANK CASE AND COOLING. 


935 


over the bearing bushing E, which is the upper 
half of bearing bushing, and P. is the lower half. 
The plain rod has one cap (PO) and the forked 
rod, two caps (FO). The left rods are forked and 
the right, plain. 

The clearance between crank pin and lower 
connecting rod bushing varies from .003 to .004". 

Clearance between plain rod and back of bush¬ 
ing .005". 

The bushing carried by forked rod should have 
from .010" to .020" side play on the crank pin. 

The plain end rod should have from .004" to 
.008" Bide play in the forked rod. 

Crankcase. 

The crankcase is in two pieces, both of 
which are aluminum castings. 

The crankshaft bearings are on a line with 
the split in the crankcase, the lower halves 
of the crankshaft bearings being held in the 
lower half of the crankcase and the upper 


halves in the upper half of the crankcase. 

The two halves are tied together by long 
bolts or studs (S), which pass through the 
upper half of crankcase, through bosses, the 

nuts being at the top 
of the upper half of 
the case. This give* 
an accessible con¬ 
struction which is at 
the same time rigid. 

A careful joint ii 
made between the 
two halves of the 
crankcase in order to 
secure the desired 
alignment at the main 
bearings, the joint being lapped. 


b fl s 



FTTTT 


Cross section through lower half of 
crankcase. 



RIGHT 

, DISTRIBUTOR 


WIRE 

MANIFOLD 


) 


V, 


SPARK 

PLUG 


CRaNKCASE 


Propeller end view of Liberty “12’’ Engine 


LEFT Cooling System. 

distributor v Cooling water is circu¬ 

lated through the Liberty 
engine by a centrifugal 
pump running at one and a 
half times engine speed. 
The capacity of this pump 
is 100 gal. a minute at 
1700 r.p.m. The cooling 
system from the pump inlet 
to and including the water 
outlet header will hold 5% 
gal. of water or 4 6 pounds. 

0IL T0 Cold Weather 

Instructions. 

Anti-freezing prepara¬ 
tions are not used. The 
cooling system is filled with boil¬ 
ing water. 

Hot lubricating oil is put into 
crankcase. Oil can be heated in an 
open top container set in boiling 
water. 

Engine is primed to start, at slow 
speed. Engine is then run on ground 
until oil has been thoroughly dis¬ 
tributed. 

The plane is not taken from the 
ground until the water temperature 
is 160° Fah. Engine should not re¬ 
main stationary more than 10 min¬ 
utes at a time, as it will get cold 
again. Temperature of water should not 
exceed 200° Fah. and should average about 

# ;o°. 

After finishing a test flight, all oil and 
water should be drained before engine cools. 
Spark plugs should be removed from en¬ 
case gine and kept in a warm place if engine 
‘ “ to stand idle over night or for a long 

period. 

Propeller. 

Propeller is 9 feet di.; blade 9 in., wi ^ h * 
The difference in pitch between the to 
blades is * inch in 9 inches. The HaU 
S/»nt.t. nroneller hub, page 915 was adopted. 


half 

sumo 


CHART NO. 4‘20—Crank Case and Cooling System. 



































Valves and Camshafts. 


Valves. 

The valves are mounted in the heads of the 
cylinders and are inclined at an angle of 
15 deg. to the center line of the cylinder, so 
that the angle made by the center lines of the 
two halves is 30 deg. 

The valves are the standard mushroom type 
with 45-deg. seat. The cylinder heads are 
bushed for the valves and the valve springs 
are of the double concentric type. 

The intake manifold passes between the two 
rows of cylinders, and the carbureters in most 
of the installations are mounted in the V. 

The entire valve drive is housed above the 


.LETT 

CAMSHAFT 


WATER 

HEAD- 


PISTON 

Navy tyr 


INLET 

VALVE 



VERTICA1 
SHAFT 

DRIVING 

GENERATOR ~j 


CRANKCASE 
upper half— 


OIL PUMP 


Transverse section, from distributor end, showing 
how the oil and water pump, generator and camshaft 
are driven, and valve action. 


cylinders and can be readily removed with¬ 
out tearing down the engine. 

The valves are operated from the camshaft 
by roller cam followers, which actuate the 
rocker shaft and in turn the valve rocker arm 
or lever. See page 93 8, fig. 67, also pages 
914, 913, 912 which is a similar principle. 

To adjust valve clearance; turn tappet 
screw, see fig. 67, page 938. 

Cam-Shaft Drive. 

The camshaft drive was copied almost en¬ 
tirely from the Hall-Scott motor, page 914. 
In fact, several of the gears used in the first 
sample engines were supplied by the Hall- 

Scott Motor Car Com- 

RIGHT 

camshaft panv. This type of 

drive is used by Mer¬ 
cedes, Hispano - Suiza, 
and others. 

By referring to fig. 
28, the drive system can 
be seen. 

Drive-Gear System. 
Gl, main drive gear 
on end of crankshaft; 
G2, drive gear for lower 
oil and water pump 
shaft; D, bearing assem¬ 
bly; G7, drive gear for 
water pump; N, oil 
plug; L, oil pump shaft 
(runs iy 2 times engine 
speed); G3, driven gear 
for upper shaft; G4, 
drive gear for the two 
inclined shafts (through 
C5), which drives the 
right and left overhead 
camshaft. 

The inclined shafts re¬ 
volve iy 2 times engine 
speed; G6, gear (one on 
each inclined shaft) to 
drive camshaft; cam¬ 
shaft revolves y 2 engine 
speed; distributor ro¬ 
tor or brush, is driven 
fronv camshaft, at cam¬ 
shaft speed. 

Tachometer drive and gun syn¬ 
chronizer: Provision is made for 

mounting a mechanically driven air 

pump on the distributor end of the 
engine crankcase and driving it by 

means of a splined shaft fitting into 
the crankshaft gear. An extension 
of this shaft carries a double ad¬ 
justable cam designed to operate a 
machine gun. The over-all length 
of the unit is 6 in. The tachometer 
is driven from generator shaft. 


drain tube 


Crankshaft geaj 


CHART NO. 421—Valves, Camshafts and Drive Gear System. 

The Navy type usually works at low altitudes and Army type at high altitudes, hence reason for low and 

high compression pistons. 























PRACTICAL POINTERS. 


937 



0 




Valve Pointers. 


One method for testing gas tightness of a valve: 
This can best be done by inverting the cylinder 
with the valves in place and pouring a small quan¬ 
tity of gasoline in the cylinder. Watch for seep¬ 
age around the valve. If the valves show any leak, 
they should be carefully ground in. The cylinder, 
for this operation, should be held in position by 
means of the flange at the bottom. 

Valves should not be ground any oftener than is 
absolutely necessary; and then only enough to 
“clean up” the seat. If a valve is pitted or warped 
to such an extent that it is necessary to grind it 
heavily, care should be taken that any ridge or 
shoulder formed on the edge of the valve seat be 
dressed down with a fine mill file. The abrasive 
should be carefully washed off the valve, the seat 
and the inside of the cylinder. Test seating of 
valve with Prussian blue. 

The exhaust valve spring exerts a pressure of 45 


lbs. when compressed to a length of 2 % in. The 
intake valve spring exerts a pressure of 23% lbs. 
when compressed to a length of 2% in. 

Piston Pointers. 

Examine piston for scores. It is very likely 
that the pistons will show scratches which were 
caused during the first run in of the engine. It 
iB difficult to draw a line of distinction between 
what is termed a scratch and a score. A piston 
should not be discarded unless the scores extend past 
the piston rings and seem to be of recent origin. 

Examine piston for even hearing on its outside 
surface. If any piston shows excessive wear on 
one side at the bottom and not at the top, it is 
an indication that the connecting rod is twisted or 
bent. This rod should be straightened up befors 
assembling. 

Piston Rings. 

Examine piston rings for 
even bearing on the outside 
surfaces. The ring should be 
a free fit in the grooves and 
should not be so loose that any 
shake is noticeable. 

Inspect condition of ring 
grooves through the ring gap as 
to carbon deposit. If the car¬ 
bon is soft and not of great 
amount it may be wiped out 
with a soft rag over a splinter 
of wood inserted through tha 
gap in the ring. If the amount 
of carbon is excessive and 
caked hard, the ring should bs 
taken off. 

Ring grooves should be wiped 
out with a soft cloth moistened 
with gasoline, and any carbon 
caked in these grooves may be 
scraped out with a piece of 
wood. 

It is preferable to put back 
the old rings if the wear has 
not been too excessive, than to 
fit new rings which have net 
been run in. 

The gap between the ends of 
the ring should not be less than 
.025 in. when the ring is fitted 
in the cylinder. 

Connecting Rod Bearings. 

If the bearing has been dam¬ 
aged or shows wear to such an 
extent that it is advisable to re¬ 
place it, the new bushings 
should first be fitted in the 
forked end rod. Be sure that 
the bushing seats properly in 
the rod and that the dowal 
does not hold it away at any 
point. 

The caps of the forked end 
rod should be put in place and 
drawn up tightly. 

Examine the joints between the cap 
and the rod and between the two halves 
of the bushings. Caps and bushings 
should bear equally hard at the joints. 

The bushing should then be scraped ta 
a free fit .003 in. to .004 in. larger than 
the crank-pin. 

The ends of the bushing should bs 
dressed off with a fine mill file and a 
sufficient amount removed to permit from 
.010 in. to .020 in. side play. Touch up 
the radius at each end of the bushing 
with a scraper until it clears the fillet of 
the crank pin. Test this point by coating 
the crank pin and each fillet lightly with 
red lead or Prussian blue. 

After fifty hours running, engine should 

undergo a thorough inspection. 


Carburetor 

LEFT throttle ii 

DISTRIBUTOR^ control 


Carburetor 
altitude RIGHT 

adjust distributor 


Distri 
butor ^ 
control 1 
roa / 


Carburetor^ 

GENERATOR 


Crankcase 


oil 


filler 


Crankcase 

breather - ; 


Cylinder 
water 
inlet -left 


Water pump - 


water inlet I 


Cylinder 
water 
inlet 


OIL PUMP 


Distributor or rear end view of Iiiberty “12“ engine. 

Note—the high tension ignition coils are an integral 
unit of each distributor, being placed on the front of 
same. Note all controls are at this end of engine. 


CHART NO. 422—Distributor End, Showing Distributors, Generator, Water and Oil Pump. Prac¬ 
tical Pointers. 































BPA KK PLUOS 
rOB WO 6 LE 


938 


LIBERTY ENGINE SUPPLEMENT. 


Firing Order and Valve Timing. 


DIAGRAM SHOWING FIRING ORDER 
LEFT CYLINDERS RIGlHT CYLINDERS 




LEFT DISTRIBUTOR 


RIGHT DISTRIBUTOR 


Order of firing—Standing at the distributor end of the engine and 
looking toward the propeller, the groups of cylinders are designated as 
“Left” and “Right” respectively and are numbered 1, 2. 3, 4. 5 and 6 
beginning at the distributor end The order of firing is as follows 

1 2 3 4 5 6 7 8 9 10 11 12 

1L 6 R 5 L 2 R 3L 4R 6L1R2L 5R 4L 3R 



rep 


□ — INLET 

I — EXHAUST 


— COMPRESSION 
| — POWER 



TAPPET ADJ. 
NUT 


VALVE 

TAPPET 


CAMSHAFT 
ROCKER LEVER 


Valve timing: Inlet opens 1U° after top d. c. 
rinses 45° after bottom d. c., exhaust opens 50° 

before bottom 
and close* 
10° after top. 
Note if spark 
is full ad¬ 
vanced the 
spark will oc¬ 
cur 30° be¬ 
fore top d. c., 
on compres¬ 
sion stroke. 


EXHAUST 
.019 TO 021 


VALVE STEM 

end or 


INLET 
Oil TO 016 
CLEARANCE 


VALVE 

SPRING 


Fig. 67 


Electric Wiring and Ignition System. 


Electric wiring: For low tension work, No. 14 
stranded cable for distance of 10 feet or less, 
or No. 10 for distance up to 25 feet, well insulated 
with rubber and braid. Wires taped and shellaced 
where clipped to fuselage. See fig. 7, wiring dia¬ 
gram. Single wire grounded return (G), system 
is used. 

Spark control advance and retard at distributor 
is, 10 degrees after dead r«*nt»-r “retarded,” and 
30 degrees before dead center “advanced,” see 
fig. 5. above. 


Contact breaker (timer) gap when breaker is 
wide open, should be .010 to .013 of an inch. 

Spark plug gap; .015 to .018 of an inch. De¬ 
fects in all spark plugs are most apparent when 
the plugs are hot. 

Timing: When engine is set on firing point of 
No. 1L cylinder, in other words, with No. 1L 
crank set 10 degrees past top of “compression” 
dead center, the carbon brush in the end of the 
distributor rotor should bear on the brass con¬ 
tact marked 1L on distributor head. 



CUTOUT 

Reverts 


ammeter 


Woninductiv* 

Rstiiianct 


8 VOLT 
BATTERY 


VOLTAGE 

REGULATOR 

COIL 


REGULATOR 


GROUND 


GKNERaTOB 


Contact 
breaker 
on left 
aide 


Contact 

breaker 


Distributor 
on right 
tide 


Distributor 
on left 
aide 



CHART NO. 423—Firing Order; Valve Timing. Electric System. 


















































































'ELECTRIC SYSTEM. 


939 


Electric System. 


Ignition. 

The ignition system (Delco) used on the 
Liberty twelve is the battery type with two 
independent breaker and distributor mech¬ 
anisms, mounted on the ends of the cam¬ 
shafts, identical in every respect and each 
one firing all twelve cylinders. 

These distributors are supplied with elec¬ 
trical energy from two sources: For start¬ 
ing and idling speeds up to 650 r.p.m. cur¬ 
rent is drawn from the specially constructed 
four-cell storage battery which has sufficient 
capacity to ignite the engine at full speed 
for 3 hr. and is so constructed that it will 
function properly upside down. (8 volt, 
11 ampere-hour capacity). 

The generator builds up so that it takes 
up the load at 650 r.p.m. 

Two main contact-breakers connected in 
parallel are located in each distributor box 
and the two circuit breakers are timed to 
operate simultaneously. The two contact- 
breakers are provided in duplicate as a pre¬ 
cautionary measure. The breaker cams 
have 1 2 lobes. 

Auxiliary circuit or contact-breaker is to 
prevent the production of a spark when the 
engine is turned backward or “rocked. ’ ’ 
This auxiliary breaker figs. 9 and 7, is con¬ 
nected in parallel with the other two through 
a resistance unit which reduces the amount 
of current flowing through it. The breaker 
is so timed that it opens slightly before the 
other tw r o when the engine is turned in a 

forward direction. 
The opening of 
the main breakers 
then results in the 
production of a 
spark. 

When the en¬ 
gine is turned in 
a backward direc¬ 
tion the two main 
breakers open first and no spark is produced 
due to the fact that the current continues 
to flow through the coil through the aux¬ 
iliary breaker but in diminished quantity 
due to the resistance unit. By the time 
the circuit is opened at the auxiliary break¬ 
er the intensity of the magnetic field of the 
coil has weakened to such an extent that 
no spark is produced. 

A coil is incorporated in the cover of each 
distributor head—see fig. 27, page 937. 


Regulation: The generator is controlled 
by a “voltage regulator ,” mounted on cowl 
of plane, and consists of an iron core on 
which are wound three coils, the connec¬ 
tions of which are shown in fig. 7. The 
regulator prevents the output exceeding 
a pre-determined figure. In view of this 
fact, the generator will supply current 
for ignition indefinitely, without the bat¬ 
tery, so long as the engine speed is not 
allowed to drop below 500 r.p.m. It is not 
possible to crank the engine fast enough to 
start it on the generator, however. 

Switch. 

A duplex ignition switch, mounted on the 
cowl of plane, fig. 8, is provided which will 
permit either one or both distributors be¬ 
ing turned “on. M This switch is so con¬ 
structed that either set of ignition alone 
can be used without connecting in the gen¬ 
erator. 

In starting, only one side should be used as, 
with both switches “on,” the generator is con¬ 
nected to the battery. Under these conditions 
the discharge from the battery through the gen¬ 
erator before the engine is started would be an 
excessive drain on the battery. It is essential 
that both switches be “on” at all flying speeds. 

When operating at a speed under 650 r. p. m., 

only one switch should be used, as with both 
switches on, the generator is in the line and work¬ 
ing as a motor. Result is, with both switches 
on, the pull on battery is about 12 amperes. With 
one switch on. the draw is 4 amperes, which is 
the ignition load. 

Idling at 650 r. p. m. for an hour, with both 
switches on will discharge battery. 

The ignition switch has an ammeter incorporated 
in it and this ammeter should be watched occa¬ 
sionally as it indicates the amount of current 
flowing to or from the storage battery. 

If the ammeter shows a discharge at any speed 
above 650 to 700 r.p.m. with both switches “on” 
it is an indication that something is wrong with 
the generator circuit and that all electrical energy 
is being supplied by the storage battery. 

If the ammeter stands at zero under the same 
conditions, it indicates that the storage battery 
is not receiving a charge, but that the ignition 
is being carried by the generator. 

There are two ignition resistance units mounted 
on the back of the ignition switch, see fig. 7. 
They are for the purpose explained on page 378. 

Storage Battery. 

Storage battery is charged at .7 amperes for 70 
hours if discharged. It is an 8 volt 4 cell battery. 

Spark Plug. 

There are two spark plugs per cylinder to the 
Liberty 12. 

One airplane type of spark plug (Splitdorf) is 
illustrated below 


AUXILIARY 



Generator. 

In addition to the battery, a positively 
driven generator, mounted to rear of en¬ 
gine, figs. 27 and 2 8, is provided, so geared 
that it runs at 1% times crankshaft speed. 
It is a 4 pole shunt wound machine. 

As stated above, electrical energy for starting 
and idling speeds is supplied by the battery. As 
the engine speed is increased, the generator 
“builds up” and its output grows greater un¬ 
til, at about 650 r.p.m. the generator voltage 
equals that of the battery. 

The maximum generator output exceeds the re¬ 
quirements for ignition so that, at speeds above 
650 r.p.m. the direction of flow of current is re¬ 
versed and the excess output of the generator goes 
to recharge the battery. 



They are subjected to pressure of 90-110 lb«. 
The gap distance is .015 to .018. The life of a 
plug of this type is 25 to 100 hours. 

The parts of the Splitdorf plug is as follows; 
brass terminal, mica washers, lateral wound miea. 
steel center rod, 98% pure nickel electrode point, 
carbon steel from brass terminal to electrode and 
carbon steel shell. 

The AC Titan, one-piece porcelain spark plug 
is used on the Liberty 12-cylinder engine. 






940 


LIBERTY ENGINE SUPPLEMENT. 


Carburetion. 


Two Zenith duplex carburetors, similar to 
principle explained on page 182 and 181, are 
used. This is equivalent to four single car¬ 
buretors, each one supplying three cylinders 
of the engine. 

Each duplex carburetor consists of a single float 
chamber and a single air inlet joined to two sep¬ 
arate and distinct spray nozzles, venturi and idling 
devices. 

Each of the two barrels of each carburetor is 
fitted with a throttle valve of the butterfly type. 
The two pairs of throttles are operated simultane¬ 
ously by a shaft, provided with an adjustment at 
each end by which the pairs may be synchronized. 


Each duplex carburetor is fitted with an altitude 
adjustment. 



An altitude adjustment is incorporated in 


this Zenith airplane type carburetor. The 
purpose of which is to adjust the gasoline 
supply to the changed conditions met with at 
higher altitudes. 

If a carburetor is adjusted to deliver a 
properly proportioned mixture at sea level, 
it will supply an increasingly “rich” one as 
the machine mounts to higher altitudes, due 
to the fact that the air is lighter and less 
dense—as explained on page 920. 

The principle of the altitude adjustment, shown 
in fig. 16, is as follows: The float chamber is open 
to the air through two screened air inlets. 

The well (J) is in open communication at its top 
with the float chamber. 

A passage (P) is provided from the float chamber 
to the carbureting chamber below the throttle valve; 
this passage is fitted with a stop cock (L), which it 
manually operated from the pilot’s seat. 

Under normal conditions, that is, on the ground, 
the stop cock (L) should be closed and the gasoline 
in the float chamber will be subjected to atmospheric 
pressure through the screened air inlets. 

When the engine is running, the partial vacuum 
produced in the throat or choke (X) will draw the 
gasoline out of the nozzle (G) and (H) in proper 
proportions. 

At an altitude of about 6000 feet, the aviator will 
begin to open the valve (L) thus drawing air from 
the float chamber and establishing therein a partial 
vacuum, which depends on the degree of opening 
of stop cock (L); this partial vacuum will impede 
the flow of gasoline through the jets, and the mix¬ 
ture will be made more lean. 

The altitude valve should be opened as far as pos¬ 
sible consistent with obtaining the greatest number 
of r. p. m. of the engine. 

The float level is set so that gasoline level is 
below main cap jets. 


Gasoline System. 


The air pressure feed is used from the 
main gasoline tank. The initial pressure 
(3 lbs.) is obtained from hand pump (fig. 6). 
After engine is running the air pressure is 
obtained from the power air pump on engine. 

The auxiliary gravity feed tank, located 


AUXILIARY ORAVITY TAHK IS 
FILLED BY PRESSURE FROM THE 
MAIN TANK 
TO FILL THIS TANK OPEN SHUT 
OFF COCK AND COCKS A AND B. 
TO FEED ENOINE FROM THIS TANK 
OTEN A AND D AND CLOSE B 



A SHOULD BE CLOSED WHEN FEED¬ 
ING FROM MAIN TANK 
C SHOULD BE CLOSED EXCEPT 
WHEN PRIMING ENGINE 
HANDLES ON ALL COCKS INDICATE 
DIRECTION OF PA8SAOE 


overhead is filled by pressure from the main 
tank. See fig. 6, for further details. 

The engine-driven air pump with its regulator, is 
designed to hold the pressure on the gasoline tank 
to approximately three pounds. In order to deter¬ 
mine whether or not the pump is functioning prop¬ 
erly, screw down the pressure regulator adjusting 
screw. This should cause the pressure in 
tank to rise if the pump is operating as it 
should. Now screw the regulator adjust¬ 
ment up until the pressure is held steadily 
at three to four pounds. 

Gasoline recommended: Specific gravity; 

58 to 65 Baume; initial 
boiling point, 102 de¬ 
grees Fah., not higher 
than 120 degs. Fah. 
Final boiling point 850 
degs. Fah. 

Fuel consumption is 

.54 pounds per horse 
power hour, or 36 gal¬ 
lons per hour with wid« 
open throttle at 1700 
r. p. m. 

Gasoline pipe is an¬ 
nealed copper tubing 
% " inside di. from tank 
to T, between carbure¬ 
tors. From this T to 
each carburetor, % 2 n di. 
Air pressure pipe is 
inside di., copper tubing. 


TO PRODUCE INITIAL AIR PRESSURE ON MAIN 
OASOLINE TANK: TURN 3 WAY VALVE TO 
"PUMP” POSITION TO OPERATE HAND PUMP 
PUMP TO 3 LBS. PRESSURE. 

TO RELIEVE PRESSURE ON MAIN TANK; TURN 
3 WAY VALVE TO "RELEASE." 

THE 3 WAY VALVE SHOULD BE TURNED TO 
"CLOSED" POSITION UNDER ALL OTHER 
CONDITIONS. 


CHART NO. 424—Carburetion and Gasoline System. 












































































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For the Machine and Repair Shops 



16"x6' Lathe, Price $550.00 

Price includes equipment as shown in illustration 


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Free Lathe Catalog Mailed on Request. 


South Bend Lathe Works 

424 E. Madison St. SOUTH BEND, IND. 


Mention Dyke’s Encyclopedia when writing) 




























Advertisement 


n 


How 


To Grind Valves 
To Lap Scored Cylinders 
To Fit Rings to Cylinders 


You who drive a car, tractor, motorcycle, or operate a gas*or gasoline engine whether 
used for a motor boat, or po^ver plant—do you know how: to grind valves that will 
get the last bit of poorer from the engine; to lap scored cylinders, to fit a set of new 
rings? 





This cut illustrates an itiler- 
esting deset iption of valve 
construction and its relation 
to correct grinding. Many 
other similar cuts in Bulletin 
No. 75. 



Th is is the Clover Leaf 4-oz. 
Duplex can containing equal 
quantit ies of ‘ ‘ ro ugh ing "and 
‘ 'fin ish ing" grades. 


Clover Bulletins 

No. 75 and No. 80 

containing clear and complete illus¬ 
trated directions on these vitally 
important subjects — sent with free 
samples of Clover Grinding and Lap¬ 
ping Compound. 

Bulletin No. 75 tells of the different 
types of valves; how to grind valves; 
to tell when they’re gas tight. 

Bulletin No. 80 shows just how to lap 
scored cylinders, how to grind in piston 
rings, fit rings to pistons, etc. 

These two bulletins are a mine of 
information you will be glad to get 
and keep. 



The above cut from Bulletin 
No. 75 is used to illustrate a 
very important paragraph in 
Bulletin No. 75 on the sub¬ 
ject of lines on the valve seat 
and how to know when they 
are right or wrong. 



This is the pound can for 
shop and garage. Backed 
one grade to the can. Made 
in 7grades 1-A (very fine), B. 
C, D, E, and No. 50 (very 
coarse). Mechanics! Try our 
Grade Dfor roughing if you 
want fast work. 


Free Samples 

With these bulletins we’ll send you samples of the famous Clover Grinding and Lapping 
Compound. Over 10,000,000 cans of Clover have been sold—certainly proof that it 
possesses some merits worth investigating. 

When writing, please state if you are an owner of a motor car, motorcycle, or tractor; 
a garage owner or mechanic; a shop or tool-room mechanic. 

This concern issues two very instructive Bulletins: No. 75 on Valve Grinding and No. 80 
on Lapping Scored Cylinders, Lapping in Piston Rings, Fitting Rings to Pistons, etc. 


Clover Manufacturing Company 

425 Main Street, ^ Norwalk, Connecticut 

Chicago Branch San Francisco Branch 

601 West Adams Street 559 Howard Street 


(Mention Dyke’s Auto Encyclopedia when writing.) 


■ 



















































Advertisement 


MAKE YOUR FORD A $3,000 CAR 

FROM THE STANDPOINT OF MOTOR SERVICE. 



Twin Ford DeLuxe Racing Cars Carrying Roof Sixteen Overhead Valve Equipment. 


ROOF 16 OVERHEAD VALVE EQUIPMENT 

A POWER DEVICE NEEDED BY EVERY FORD OWNER. 

One hundred percent extra efficiency, with greater gasoline and oil economy, for either touring car 
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grades have no terrors for the Ford owner with the Roof 16 valve cylinder head. 

Let us double the pulling power and hauling capacity of your converted Ford with truck unit. 


FORD RACING CARS 

SPEED—Ford cars with our 16-valve cylinder head equipment have been rivals of the best racing cars 
on mile and half mile tracks, and have practically driven the high priced racing cars from competition, 
excepting on Speedways. Ben Lawell, of the Fielding Auto Racing Team, Toledo, Ohio, who has attain¬ 
ed a speed of over 100 miles per hour; Joseph C. Hayes, of San Francisco, with a record of 97 miles per 
hour, and hundreds of others with phenomenal speed records, attest the wonderful power given to a Ford 
car, by the use of the Roof 16 overhead valve equipment. 

We are headquarters for everything necessary in Ford speed equipment, including polished nickel 
Roof 16 overhead valve equipment, Aluminite and Triple Lite pistons and rings, gay iron pistons and rings 
complete, Aluminite connecting rods, parts for underslinging chassis nickel steel racing gears three to one 
ratio, racing carburetors, everything in ignition equipment, counter-balance for crankshafts, high speed 
camshafts, wire wheels and steering gears. 

Tell us what you want. We can supply it. Send for photographs of our beautiful racing bodies and 
racing radiators, which are our own special design. 


DEALERS—GARAGEMEN—REPAIRMEN 

The ROOF-PEUGEOT TYPE CYLINDER HEAD FOR FORDS IS AN ALL-YEAR SELLER. THEY 
ARE QUICKLY AND EASILY INSTALLED—SET RIGHT IN PLACE OF THE OLD CYLINDER HEAD. 
ROCKER ARMS OPERATE FROM THE REGULAR CAMSHAFT. Every Ford owner is a likely pros¬ 
pect, every Ford truck owner is a SURE SALE. If you want a steady stream of business throughout the 
year that pays, get our agency terms. Send for free illustrated literature of the greatest selling spe¬ 
cialty for 1919. Place one equipment in your territory and it will bring every Ford owner to your door. 

SEND FOR OUR SPECIAL TIRE CIRCULAR. 



Made in the “Puncture Proof” City 


WRITE TODAY 

COMPLETE EQUIPMENT $125. 

EXCISE TAX PAID 


LAUREL MOTORS 
CORPORATION 

UNION BUILDING 

ANDERSON, :: :: INDIANA 


(Mention Dyke’s Auto Encyclopedia when Writing.) 



































Advertisement 


ATWATER KENT STARTING AND LIGHTING SYSTEM 

for 

FORD Touring Cars and Roadsters (1919 only) 



CONSISTING OF: 

1— Generator with cut-out, fuse and 
driving gear. 

2— Starting motor with Bendix drive and 
housing. 

3— Exide, 80 amp. hr. battery and box. 

4— Combination lighting and ignition 
switch. 

3—Instrument board and ammeter. 

6— Carburetor choke lever, extra heavy. 

7— Electric tail lamp and bulb. 

8— Starting switch and starting cables. 

9— Lighting wires. 

10— Bolts, screws, nuts, washers and 
staples. 

11— Carefully prepared instructions for 
installation. 

SYSTEM, COMPLETE 
AS ABOVE. 



The outfit comes to the purchaser absolutely complete from the t a i\ light and bulb to the smallest 
screw necessary for the installation. The price, NINETY-SEVEN DOLLARS COMPLETE, 
includes every item which is used in making the installation. THERE ARE ABSOLUTELY 


NO EXTRAS OF ANY SORT TO BUY. 


Type CA—ATWATER KENT IGNITION—Type CA 

for 

FORD Cars with Electric Starting and 
Lighting 1919 and later Models only 



CONSISTING OF: 

I—Atwater Kent Coil. 

2 Atwater Kent Timer Distributor, 
with Automatic and also Manual 
Spark Control. 

3— Bracket and Parts to Attach. 

4— Cables. 


SYSTEM, COMPLETE 
AS ABOVE. 


$24 


Atwater Kent Mnfg. Co., 4937 Stenton Ave., Philadelphia, Pa. 

(Mention Dyke’s Auto Encyclopedia when writing) 







































Advertisement 



An Ideal Battery Charger 
for Alternating Current 


The 6 amp., 75 volt Tungar Rectifier 

Type for Public Garage. will charge any combination of 3, 4, 5, 6 

up to 30 cells at 6 or 7 amperes or less from alternating current. 


This is a practical device demonstrated by actual service, it 
equips the garage for efficient battery charging at a much lower cost 
than any other reliable device of similar capacity. 


Attached to the wall, the Tungar takes up no floor space. It 
uses alternating current at a cost of but six cents an hour for ten 
3-cell batteries. It is self starting, requiring no attendant 

The smaller outfits (5/3 amp. 7.5/15 volts and 2 amp. 7.5 volts) 
are designed for battery charging in the private garage. These 
outfits have the same advantages as the larger set. 


The following bulletins give full in¬ 
formation: 


Booklet B-3487. 
Booklet B-3532. 
Booklet B-3529. 


For the large outfit. 

For the private garage set, 
Four battery type. 



Type for Private Garage 



35A-35 


NOTE. —Mention Dyke’s Auto Encyclopedia when writing to advertisers 



































Keeps Them Quiet 

No grinding, squeaking, grumbling gears when you’re using 
Dixon’s. It’s the one lubricant you can depend on to keep 
them quiet. 

Dixon’s obliterates the roughness that exists on all gear and 
bearing surfaces. It works into those tiny depressions and 
builds up a smooth, oily veneer that successfully wards off 
friction. 


Dixon’s 677 is un¬ 
equalled for transmis¬ 
sion and differential. 

Also try Dixon’s 
famous Cup Grease 
and other Dixon Lub¬ 
ricants. 

AH in handy red 
cans. 

. . . With your transmission and differential running in Dixon’s you cari 

d>0<Xn rest assured your gears are friction-free. For Dixon’s doesn’t “squeeze 

out” under pressure. Nor is it affected by heat or cold like plain oil 
and grease. 

Year around it means smoother, sweeter action—less noise—more 
power,— and it helps keep down gas and repair bills. 


Try it and see. Your dealer has it. 



Write for 'Booklet No. 116=G 

JOSEPH DIXON CRUCIBLE COMPANY 

Established 1827 Jersey City, New Jersey 



(Mention Dyke’s Auto Encyclopedia when writing.) 










Advertisement 


Dyke’s 

Home Study Course of Automobile Engineering—$ 18 . 

If you havo Dyke • Auto Encyclopedia or the Models, or both, a reduction yyill be 
made on the Course. Be sure and state what Edition of the Encyclopedia you have. 

l or the benefit of those who wish to learn the business of repairing and operating auto¬ 
mobiles and gasoline engines, we have prepared a Complete Home Study Course. It is 
sent to the student all complete in a special box, and which 



Ono page of the Examination 
Questions. 


Consists of 

50—Instructions, with thorough and complete examination 
questions. 

1—Working model of the 4 cylinder engine. 

1—Working model of the 6 cylinder engine. 

1—Set of charts showing the application and relation of the 
clutch and transmission to the engine—also magneto, coil, 
and battery ignition and electric starter and how the gen¬ 
erator is mounted, etc. 

1—Progressive Chart Manikin, showing how a car is con¬ 
structed from the ground up. 

A Diploma is awarded when you complete the Course. 

Our time in correcting your answers to the examination 
questions, alone is worth the price we ask for the Course. 


The Examination Questions. 


There are questions to each of the in¬ 
structions to which, the student (taking 
his own time), is required to write the an¬ 
swers. The answers are written on paper 
and then forwarded to our examination de¬ 
partment for the proper grading and an¬ 
swering of questions the student may ask 
relative to the Course. 

The student is graded and a handsome 
Diploma is awarded when he completes the 


Why You Ought 

(1) Because— the examinations will bring 
out many pointers and subjects you 
would never think of by reading a 
book. You will gain information 
worth hundreds of dollars to you. 

(2) Because—the examination questions 
start you at the beginning of a sub¬ 
ject—and in a progressive manner ad¬ 
vances you step by step, from the 
first principles—to the more compl! 
cated subjects—as you should progress. 

(.*?) Because—merely writing down the an¬ 
swers to the questions on paper—would 
be a good training—because you would 
be memorizing the answer as you write 
it down. 

(4) Because—you will gain a clear under¬ 
standing of subjects which are not 
now clear to you—which will be worth 
considerable to you in time to come. 

(5) Because—the study consists of two 
general and distinct divisions; the 
study of interesting instructions and 
actual practice on the models—which 
are referred to from the text. 

(ft) Because—technical language is avoid¬ 
ed throughout the Course, so that any- 


course. (One year’s time is allowed to 
complete the course. It is possible how¬ 
ever, to complete the course in three or 
four months.) 

Many students who have taken our course, 
are now actively engaged in the auto repair 
business, also as chauffeurs and other 
branches of the industry, and are earning 
good salaries and making money. 

to take the Course. 

one who can read and write “ every¬ 
day’ ’ English can learn. It progresses 
in easy, natural steps from one part 
to another till finally you are taught 
the operation of this wonderful power 
plant as a whole, then how to locate, 
remedy and repair trouble—in a scien¬ 
tific manner. 


(7) Because—the price is extremely low, 
compared to the advantages gained 
and compared to the high prices 
charged by others. When you con¬ 
sider the fact that other schools offer 
courses ranging from $25 to $76, 
imagine if you will, how and where 
you could place $18 to better advan¬ 
tage. Here we offer you the most 
complete course in the world. 

(8) Because—you will not only learn all 
about automobiles, but you will under¬ 
stand truck, tractor, motor boat and 
airplane engines—which is bound to 
be of great value to you. 

(9) Because—the examination questions 
will give you a training you could not 
get by reading a book—think it over— 
in the meantime send for our free 
catalog on the Course. 


jOTE_We advise one to take a Practical Course if possible—at a good school—but don't think for a mo- 

nent you are going to learn without studying—go to a school where books are used. 






























Advertisement 


WRITE TODAY—NOW—FOR 

Free Illustrated Catalog on Dyke’s Home Study Course 

IT MAY MEAN A GREAT DEAL TO YOU IN THE FUTURE 


LET US SHOW YOU pictures of shops and cars of students who are now engaged in business— 
who actually got their start through the Dyke Course—we will show you a HUNDRED or more of tes¬ 
timonials, if you write us. 

Dyke’s Correspondence School of Motoring, 

Granite Building, St. Louis, Mo. 

Gentlemen:— 

Mail me your FREE printed matter explaining your Course of Automobile Engineering. 


NAME 


CITY 


STREET . STATE. 

NOTE—State if you now have the Encyclopedia and Models, or Encyclopedia alone. 

(If you have Encyclopedia, be sure and state what Edition you have.) (12-2nd) 

A Few of the Many Testimonials. 


First thought he could not learn by mail: Have 
just overhauled a car and had great success. Peo¬ 
ple said a person could not learn by mail, and I 
will admit that it did have me guessing when I 
first read your ad, but I am now convinced. The 
working Models and the Charts, and particularly 
the examinations, make it easier to learn by your 
system than any other way.—E. A. Tucker, Char¬ 
lotte, Mich. 

Now running a repair shop: Mr. W. 0. John¬ 
son, Jr., of Spartansburg, Pa., is now operating 
a repair shop and supply store. He learned from 
Dyke’s Course. 

Learned more from course than in shop: To 

say that I am pleased with your Course is putting 
it mildly. Before buying it, I investigated five 
or six others, varying in price from $25 to $55. 
One of the concerns claimed they had models; but 
I remember seeing in your printed matter, that 
you were the inventor and patentee of the New 
Model Idea, so I insisted on their proving that 
they had models, which they could not do. The 
other schools seemed to be unwilling to give very 
much detail as to what their Course consisted of. 
I am glad to say. that Instead of misrepresenting 


your Course, I find it even better than you claim. 
I have worked in two different garages, but have 
learned many things from your Course that I 
could not have learned in the shop. Your treat¬ 
ment of the ignition and other subjects is very 
clear indeed. Wilfred S. Baker, 129 State Street, 
Bristol, Rhode Island. Enrollment No. 6755. 

More work than he can handle: Since taking 
your Course I have had all the work I can handle 
in overhauling engines and making adjustments. 
—O. A. Arnett, Woodland, Mich. Enrollment 
No. 8661. 

I send you this letter to use to tell others: I 
do this because you have helped me and I want 
to now help you. After completing Course, I se¬ 
cured employment in a garage at a good salary. 
I have overhauled cars and have a good job the 
year round in the P. T. Legare Auto Garage.— 
George Gaudreau, 110 Massue Street, Quebec, 
Canada. 

Leading Authorities of the Motoring World 
Recommend Dyke’s Home Study Course. 

Barney Oldfield, Chas. Duryea, Lord Montagu of 
England and many others. Write us for our cata¬ 
log and read what they 6ay. 



Illustration of the first prac¬ 
tical automobile book pub¬ 
lished in America. 


Some Firsts in America—By A. L. Dyke. 

The first practical automobile book published in America was pub¬ 
lished by A. L. Dyke. The small book, illustration of which is 
shown, was originally prepared in 1899 and 1900. It was revised 
in 1903. 

In the issue of Motor Age, Oct. 29, 1903 a part of the 
article reads; “The A. L. Dyke Co., published the first prac¬ 
tical automobile work intended solely for the automobile 
user.” 

The first automobile supply business in America was originated 
by A. L. Dyke. In issue of Motor Vehicle Review, published 

in Cleveland, Ohio, 1900, now “The 
Automobile’’ of New York, part 
of the article reads: “Mr.*Dyke orig¬ 
inally started in the automobile sup¬ 
ply business, the first in America in 
1897.’’ The Automobile Review of 
Chicago, issue of April 1900 states; 

* ‘Very early in the industry Mr. Dyke 
saw there would be a demand for 
Auto Supplies, parts, etc. and organ¬ 
ized and incorporated The St. Louis 
Automobile and Supply Co.” 


The first float feed carburetor m&nufac 
tured and placed on the American mar 
ket was advertised and marketed by 
A. L. Dyke in 1900. At that time the 
few automobile manufacturers were nsing 
mixing valves. 



VU4.VS- 


DYKE'S FLOAT TYPE CARBURETOR 

Illustration of the orig¬ 
inal drawing of the first 
constant level type car¬ 
buretor placed on the 
American market. 


NOTE—We advise one to take a Practical Course if possible—at a good school—but don’t think 
ment you are going to learn without studying—go to a school where books are used 


for a mo- 



































































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It is equally efficient for Automobiles, Trucks and Tractors. 
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(1) SPECIALIZE ON AUTO ELECTRICAL REPAIR WORK 

Ini addition to Dyke’s Automobile Encyclopedia or Dyke’s Home Study Course we 
suggest the following Instruments and Books. 


Instruments For Battery Tests. 


Hydrometer, page 452, fig. 9.$ 2.00 

Cadmium Tent Outfit, pg. 8641, 864D. .$26.50 

Weston Model -'SO Volt-Ammeter, pg. 

S64H.$41.25 

Ltnid Burning Outfit, pg. 726.$12.00 

Battery Service Kit, pg. 474. 

Vufomohile Storage Battery l)ook...$ 5.00 

[ This book will tell you how to make 


tests, repairs, etc. The instructions ac¬ 
companying the Weston instrument will 
also give tests and valuable information. 
The service kit you can make. 

Storage Battery Charging. 

fSeveral Methods are shown on pages 460, 
462, 464, 465. If you have electric current 
available, which is usually alternating, 
then you could start with Type MU Rec¬ 
tifier, page 864L. 

The best outfit is a Motor-Generator Set, 

per page 864K. This outfit is larger than 
necessary for a small shop, therefore we 
suggest two other sizes below. 

'Iypc 3-G Motor-Generator Set is similar 

to set shown on page 865K, except it is 
smaller. Will charge 1 to 3 batteries in 
series at 12 amperes. Motor operates on 
60 cycle alternating current. Generator, 
300 watt capacity, 30 volt, 12 amperes, 
Price . $13(1.00 

Type 3-G set will charge 6 batteries at 
6 amperes, if two auxiliary rheostats, 
per page 864K, are purchased at $8 each. 

Type 3-G Generator with switchboard, 
cut-out and belt pully can be purchased 
separately to be run from a line shaft. 
Speed of generator 1800 r. p. m. Price. .$88 


Type (l-G> Motor-Generator Set shown in 
illustration below is a size larger set than 
3-G, aud for the slight difference in cost is 
the set we recommend. 



This set will charge 1 to 10 batteries in 
series at 8 amperes. Generator, 75 volts, 
8 amperes, 600 watts. Price complete with 
instructions and as 
shown in illustration, to 
operate from 60 cycle 
frequency.$l(JO.OO. 

Type 6-G Set will 
charge 20 batteries at 4 
amperes, if two Auxil¬ 
iary Rheostats are used. 


Name of parts of (1-G 
Motor-Generator Set: M. 

Motor, operates from al¬ 
ternating current and 
drives generator G; T, 
Terminals; S, Motor 
Switch; R, Rheostat to 
regulate charging cur¬ 
rent to battery; A, Am¬ 
peremeter; B, Generator 
Switch; C, Automatic 
Cut-out. 


Type 6-G Motor-Generator Set. 


Instruments For General Automobile Work. 


Weston Model 280 Volt-Ammeter, per 

pages 414, 864H.$41.25 

Test Points, pgs. 399, 418 . 

Testing Devices, pgs. 737 . 

Magneto Remagnetiaer, per pgs. 864J, 

819 .$ 9.50 

Ignition Test Outfit, fig. 3, pg. 418 

and fig. 17, pg. 710 . 

♦Wiring Manual Book, next page... $15.00 
A mbu Service Manuals .$12.50 


tion book which accompanies the instru¬ 
ment gives a lot of practical tests and in¬ 
formation. See also, page 3, this insert. 

The Test Points, one can make, also the 
Ignition Test Outfit. 

*The Wiring Manual and Service Man¬ 
uals are very necessary. See this insert 
for description. 


Lessons In Practical Electricity .... $ 2.50 
Ford Standard Electrical Equipment $2.50 

The Weston 280 Instrument is excellent 
for all around electrical testing purposes 

and will test all parts of the electric sys¬ 
tem, as explained on pages 410, 416, 418, 
406, 402, 737, 429 and 577. The instruc- 


For Ford Electrical Work. 

Weston Model 280 Volt-Ammeter... $41.25 

Ford Magneto Tester, pg. 864J _$11.00 

Ford Coil Tester, pg. 864J.$ 6.00 

Ford Kemagnetizer, pg. 864J, 819....$ 9.50 
Ford Standard Electrical Equipment 
Book .$ 2.50 


The AViring Mannual, next page, contains large blue print wiring diagrams of the 
entire electric system on all cars, including internal diagrams of the generator 
starting motor, etc. It is very necessary for tracing wiring, overhauling etc and i4 
the best investment the Automobile Repairman could make. The Service mZ. . 
give a valuable collection of data, as to voltage, amperage and speed of generators 
and starting motors, etc., to follow when testing, see page 3 of this insert. Lorfa 

+The page numbers mentioned refer to Dyke’s Auto Encyclopedia. 























BOOKS YOU NEED. 

For Automobile Electrical Repair Work, in addition to Dyke’s Automobile 
pedia are recommended below. 



Encyclo- 


♦WIRjlNG MANUAL, this page.$15-00 

lessons in practical elec¬ 
tricity .. 2.50 

This book has been revised and enlarged, 
treats on elementary principles of elec¬ 
tricity and magnetism. 

THE AUTOMOBILE STORAGE BAT¬ 
TERY . s n no 


Contains 400 pages, 
197 illustrations, and 
deals exclusively 
with storage bat¬ 
teries. If you intend 
doing battery work 
you need this book 
as a reference and 
guide. 

Any subject pertain¬ 
ing to the care* and 
repair of a storage 
battery can be found 
in this book. 



Some of the subjects treated are as fol¬ 
lows : 

1- Construction and principle of storage 
> batteries. 

2- How to test, diagnose, repair, overhaul, 
rebuild and care for all leading acid 
type batteries. 

3- How to equip a battery repair shop. 

4- How to increase profits, etc. 


FORD STANDARD ELECTRICAL 
EQUIPMENT .$ 2 - 0 

Contains 160 pages, 47 diagrams and illus¬ 
trations. Covers the entire Ford Elec¬ 
trical System. 

This book Is a valu¬ 
able book to have as 

it gives tests and ex¬ 
planations of arm¬ 
ature, cut-out, e.'tc,., 
the principle o f 
which is used on 
many other cars. 

Greater' portion of 
book is devoted to 
starting motor and 
generator, but a full 
description of igni¬ 
tion system is also 
given, with diagrams 
and tests. 

Some of the subjects treated are as fol¬ 
lows : 

1- Principle of construction of all parts 
with 47 internal diagrams. 

2- Tests and adjustments of the starting 
motor, starting switch, lighting system, 
generator, cut-out, ignition, magneto, 
coil, commutator, etc. 

3- Principle of the third-brush regulation 
system and how to set the third-brush 
to increase or decrease output. 

4- How to test generator and motor arma¬ 
ture and field coils for open and short- 
circuits. 



Brief Explanation of How a Generator 
and Cut-out are Tested. 


First examine generator commutator. 

Eighty per cent of generator troubles are 
indicated by the condition of the commu¬ 
tator. See pages 404, 409, 577. 

After making above commutator tests 
the generator is belted to a motor or other 
device so it will run at various speeds. 

It is connected with the cut-out and 
battery as if on the car. The generator 


is then run at a certain speed to see if 
the “cut-out” cuts in and cuts out at the 
proper time. A volt meter is necessary 
in this test. 

The next test is to run generator at 
higher speeds, to see if it is delivering its 
proper amperage or output and if the 
regulation system is properly set. An 
ampere meter is necessary in this test. 


* WIRING MANUAL—All Blue Prints. 



With this Wiring Manual you will he able 
to quickly locate and repair faulty circuits, 
generators, starting motors, batteries, coils, 
controllers, switches, etc., relating to all elec¬ 
tric systems on all cars from 1912. 

There are 800 pages, blue print form— 
714x11 inches, showing the wiring diagrams of 
625 cars and 200 internal diagrams—or over 
800 diagrams in all—and blue prints. Also 
includes instructions on how to test and re¬ 
pair batteries, coils, regulators, starting mo¬ 
tors, generators, etc. 

Hundreds of cars must be re-wired because 
of oil soaked and worn out insulation. The 

job is difficult unless a diagram is at hand. 
These diagrams are easy to understand. 

Price ..$15.00 

(If you wish more information send for 
circular.) 


Address orders to A. L. Dyke, Pub., Elect. Dpt., Granite Bldg., St. Louis, Mo. 






















AM 11U SERVICE MANUALS .$12.50 

There are five Service Manuals. 

They can be purchased 
separately or by the lot. 

Prices. 

Autolite •.*1 00 

Gray & Davis.$1.50 

Remy.$3.00 

Delco . rr.$».oo 

Westingliouse . . . .$4.00 

Some of the subjects 
treated are as follows: 

1- Data on generator outputs at various 
speeds and voltages; 

2- Data on starting motor torque, speed 
and current consumptions; 

3- Instructions for setting cut-outs for 
opening and closing; 

4- Instructions for tests to be made on car 
and on the bench, etc. 


ELECTRO-DEPOSITION OF METALS $7.50 

A book of 875 pages, 185 illustrations, 
dealing with Electro-rPlating, Galvaniz¬ 
ing, Metal Coloring, Lacquering, etc. There 
is a good field for electro-plating and 
lacquering the metal parts of an auto¬ 
mobile. Add 37c to prepay. 

OXY-ACETYLENE WELDING _$2.00 

287 pages on welding, cutting, etc. The 
best book on the subject we know of. 
Fully illustrated. Add 26c to prepay. 

SPECIFICATIONS OF AUTOMOBILES 50c. 

On pages 544 to 546 specifications of 
1920 cars are given, but due to the great 
number of changes and variance in price 
it is impossible to make these' continued 
changes. We can now supply a sheet 
published monthly giving the same in¬ 
formation up to date, as on pages 544 to 
546. We can also supply sheets of speci¬ 
fications on Lending Trucks, 50c, and Lend¬ 


ing Tractors, 50c. 

ENGINE TESTING DEVICE. 



The Chapman Trouble Finder is a device 
which will test automobile, truck, tractor, 
motorcycle, marine or stationary gasoline 
engines for knocks and leaks. Price. .$7.50 



Suppose an automobile owner drives up 
to your shop and tells you he has a knock 
in his engine, but doesn’t know where it 
is. Could you tell him? 

I have known repairmen, and good ones 
too, who have taken an engine all apart, 
and then not find the knock. This Trouble 
Finder will tell you in a few minutes time, 
by screwing the device in the spark plug 
hole of cylinder, engine idle, and follow 
a series of a few simple tests. 

Locates knocks in piston pin, connecting 
rod, main bearing and will tell you if there 


is a piston slap. Will also tell you where 
engine leaks compression. 


Examples of a Few Tests. 

Remove all spark plugs. Screw finder In 
first spark plug opening. Crank engine by 
hand slowly, until handle of finder is forc¬ 
ed out full length. Piston is then on top 
dead center of compression. Test as fol¬ 
lows : 


Compression: Push handle of finder down 
about half its length. If this is done with 
little- pressure it indicates the compres¬ 
sion is poor due to worn or leaky rings, 
loose piston, or scored cylinder. 

Leaky valves: Move handle up and down 
with full stroke and listen for escaping 
air. If you hear wheezing at carburetor 
it is leaky intake valve. Wheezing at cut¬ 
out or muffler, leaky exhaust valve. 

Piston slap: For above tests remember 
piston is at full compression. Give crank 
one-fourth turn to bring piston half way 
down in cylinder, so connecting rod is at 
an angle. Move handle up and down with 
short rapid strokes. If you hear light 
rattle there is a piston slap. 

Piston piu, connecting rod and muin bear¬ 
ing tests for knocks are simple and easy 
to make. 

Weston Model 280 
Volt-Ammeter Testing Outfit. 



Is the outfit recommended 
for general electrical testing 
purposes. See page 864H. 
Price, complete . $41.25 


3-ampere shunt 

/ 


30 ampere 


Cables 


Address orders to A. L. Dyke, Pub., Elect. Dpt., Granite Bldg., St. Louis, Mo. 

NOTE: If you are interested in a first class Ford Mechanical Starter, at $12.50, write 
for circular. 



































Advertisement 


YOU NEED THIS WIRING MANUAL 





Recently a record was 
kept by a large garage in 
Detroit: over 80% of all 
troubles were found to be 
electrical, and most of 
them were troublesome for 
the mechanic, and the 
worst feature of the whole 
test was that every day 
dozens of jobs were turned 
away from the garage. 
Why? Because the men 
(and they were good me¬ 
chanics) were too slow in 
locating the electrical trouble. Most garages are afraid to make an efficiency test 
for they konw they will find “leaks”—but, they don’t know how to stop the'“pro¬ 
fit leaks.” Here is a quick, sure and positive way of getting the jobs you now must 
turn away. Just go into your shop when the next car comes in and see how much 
time is wasted just looking for the trouble. 

Be doubly wise. Get this Wiring Manual and allow every man you employ to use 
it. It’s the best investment you will ever make. 


Size of 
book 

8x11 inches. 
Weight 4*4 
lbs. Price 

$16. 


If You Propose Doing 
Electrical Repair Work 

80 Per Cent 

of all automobile troubles 
are electrical troubles. 




This Wiring Manual Contains 

Over 800 blue print diagrams, 7yoxll inches. Large enough to be easily traced. 
Each diagram made especially for this Manual direct from Manufacturers Shop draw¬ 
ings. The original and official collection of blue print wiring data. 

625 full pages of circuit diagrams of different cars, each page a complete dia¬ 
gram showing all units and their connections. 

200 internal wiring diagrams of generators, starters, coils, controllers, switches, 
etc., etc. 

110 pages standard and internal wiring diagrams of different starting and lighting 
systems. 

20 pages instructions on care, repair and construction of generators, motors, 
controllers, coils, batteries, etc.; also complete index with page numbers 
of all diagrams. 

Price prepaid (1920 Editiou). $15.00 


Miscellaneous Books. 



Lessons in Practical 
Electricity. 

517 pages; 404 il¬ 
lustrations; 102 ex¬ 
periments; 154 work¬ 
ed out problems; 438 
review questions. 

Price (add 15c 
postage).$2.00 


[ Tire Repairing and Vulcanizing. 

98 pages; 57 illustrations. Treat¬ 
ing on construction, repairing and 
vulcanizing.. Fabric and Cord con¬ 
struction .$1.00 

Information. 

400 pages treating on elementary 
principles of Electricity and partic¬ 
ularly on Delco systems. By Har¬ 
vey E. Phillips .$2.50 


Imperial Welding and Cutting Hand Book. 

The instruction book which the Imperial Co. 
send' out with their Oxy-Acetylene, Oxy-Hydrogen 
and Carbon Burning Outfits. Price..$1.00 



Address all orders to A. L. Dyke (Electric Dpt.) Granite Bldg., St. Louis, Mo. 














































Advertisement 


HOYT ELECTRICAL TESTING INSTRUMENTS 


Hoyt Rotary Meter. 

A combined volt-ammeter reading 5 differ¬ 
ent ranges: 0-30 amperes; 0 3 amperes; 0-90 
mil-volts; 0-30 volts; 0-3 volts. 

It will locate grounds, short-circuits, open- 
circuits, poor connections; field and armature 
troubles and battery difficulties. 

It will determine the output of a gener¬ 
ator; tell you how much current the starting 
motor takes (in connection with a 300 to 500 
ampere shunt); the rate at‘which battery is 
discharging; the current consumption of each 
individual lamp, or all lamps; voltage of 
storage battery, or each individual cell etc. 



Hoyt Standard Rotary Meter. 

Price complete with a 32 page booklet of 
instructions, fully illustrated, entitled ‘ ‘ Hunt¬ 
ing Down Electrical Troubles”. $18.00 

Shunts to be used with this instrument 
can be purchased separately. Price 100 am¬ 
pere shunt $4; 200 ampere $4.50; 300 ampere 
$5; 400 ampere $5.50; 500 ampere $6. See 
page 414 for explanation of shunts. 

The knowledge you will gain on how to 
make electrical tests will be worth the price 
of the meter to say nothing of the profit you 
can make with a meter of this kind. 

Hoyt Cadmium Voltmeter. 

If you propose doing storage battery work 

you will also need this instrument. 

The purpose of the cadmium test is ex¬ 
plained on page 8641. 



Type 515D Cadmium Voltmeter. 

Reads: .3-0-2.7 volts. The .3 read¬ 
ing is to the left of 0 and 2.7 to 
right of 0. 

Fig. 15— explains how to test a battery 
cell with the Hoyt cadmium voltmeter. When 

testing, the normal charging current must be 
passing through battery. The cadmium stick 
is introduced into the electrolyte of one cell, 
which really makes of the cell, two distinct 
cells. The steel metal prod is on the positive 
cell terminal and the cadmium stick is con¬ 
nected to the negative terminal of the volt¬ 
meter, which is really making the negative 


plate. With these connections, the voltage 
of the positive plates is being measured. 

When the metal prod is on the negative 
cell terminal, the voltage of the negative 
plates is being measured. 



Keeping these points in mind, the table 
below will be clear. These figures represent 
average readings of many experiments, al¬ 
though readings may vary slightly. 


Condition of 

Voltage of 

Voltage of 

Net Voltage 

Cell 

Positive Plates 

Negative Plates 

of Cell 

Charged 

+2.4 

—0.1 

+2.5 

Discharged +2.05 

+0.25 

+ 1.8 


Note that the net voltage of the cell is 

the algebraic difference between the voltage 
of positive plates and that of negative, plus 
readings being to the right of zero and 
minus to the left. 

The proof of the test is in discovering if 
the voltage of the positive plates minus that 
of the negative plates equals the net voltage 
of the cell, when measuring directly across 
the terminals. If this condition does not 
exist, the plates are certainly in bad shape 
and comparison with the table here publish¬ 
ed will show in general which plates are at 
fault. The only remedy is to open up the 
cell and repair it. 

Price of cadmium voltmeter . $12.00 

Price of cadmium stick, prod and cables 3.50 

Hoyt High Rate Cell Tester. 

The particular value of this device is to be able 
to compare readings of one cell with another, in the 
same battery. The prods (P) are placed on the 
cell terminals. The terminals (T) are connected 
with a voltmeter reading 3 volts (The Hoyt Rotary 
meter is shown connected in this instance). The 
resistance (R) is such that a current of 100 am¬ 
peres passing through will show a voltage drop of 
1 volt. 

When testing cells, if no reading is indicated 
then that cell is in bad condition. If readings 
should be alike at first and then drop appreciably, 
the indication is that cell is short-circuited inter¬ 
nally, or plates are not in good condition. In case 
of poor plates, the drop is greater than with short- 
circuits. 

Price of Cell Tester (without meter).$5.00 



Address BURTON-ROGERS CO., Sales Department, 755 Boylston St, BOSTON, MASS 

(Please mention Dyke’s Auto Encyclopedia when writing.) 






























































Advertisement. 




METal pistons a«> 
COMNECTING rops 
WHICH MOVE up AND OOWH 




Wp s » 
««r® » 

(h»< t*c 


j STARTING 
MOTOR GEAR 


OIL 

PIPES 


METAL CRM AMO 
__ cam shaft with 
j) „ cams sett- 

»/ / . . . W I An.- .S Al 


' $ . 


ACTUALLV OPERATES 


DC 


CRANK 

SHAFT 

SfAPTNC 




TO SETTME VALVES 

hesh these gears 


FLY 


WHEEL 




h r \< \ 

%kM4' k 


oa troughs 


SUMP 

OIL 




ACTUAL BRASS- 
CUT cam gear AND 
CRANK Shaft GEAR 


indicates which are 
EXHAUST nn o inlet 
valves WHEN OPERATING 
bCVUMOER CRAHK MODEL- PROM 
SHAFT WITH .CRAHK 
PINS 120°APART 


OTHER Side 


Connecting Rod and Piston Side of the (No. 7) Six Cylinder Model—all moving parts actual metal. 

Price of (> cylinder model if purchased separate from Course $3.50 (add 35c to prepay). 

These models will teach you at a glance—the name, purpose and location of parts—how the parts oper¬ 
ate and the relation of one part to another. 

For instance, when the starting crank is turned, the crank shaft gear turns the cam shaft gear which 
operates the cam shaft. The cam shaft with its eight or twelve cams are actually turned, and lift the 
valves at the proper time. As an example: the student can place piston in cylinder No. 1 on power 
stroke, then refer to chart along side of engine and see just what all other valves, cams and pistons 
are doing. 

In addition to learning all about the ^ 
parts of an engine and their purpose; 

>uch subjects as valve timing, firing 
orders of 4, 6, 8 and 12 cylinder en 
gines will be made perfectly clear. 

The “eight” and “twin six” engine 
principle can be easily understood 
with these models. The eight uses the 
same crank shaft as the four, and the 
twelve the same crank shaft as the six. 

Another feature; with the four and 
six cylinder engine model, we send 
along charts of different parts, such 
as the electric starting motor, electnc 
generator, a modern ignition system, 
inlet and exhaust manifold, clutch, 
gear box and complete drive system 
to rear axle, etc. With these 
charts you can see just how they 
•ire applied to the regular engine. 




fej— 


Valve side of the 
(No. 6) four cyl¬ 
inder engine model. 

Note—The models operate by 1 aut’ 
are made solely for instruction ?•■! 


■ 




■ 


r-y wtm 


lgl jf purchi-jed separate from Course, $3.00 (add 35c to prepay). 


FREE: A Progre^si 

order for the two tfx>< 

See advertisb*u« 


showing Sow the car is built from the ground up— included .free with 
as Numerated above under the head of “another feature. 

k of this book on The Dyke Home Study Course. 


THEY ACTUALLY 
WORK BY HAND 


DYKE’S 4 &. 6 CYLINDER ENGINE MODELS 


THEY ACTUALLY 
WORK BY HAND 


Are now provided with Dyke’s Home Study Course of Automobile Engineering. 

Sire; 6 cylinder model 11 Vi 11 inches. Size of the 4 cylinder OVixll inches 

We have recently made addition'-"to these models, showing how the electric starter, a modern ignition 
system, etc., is applied—in thi.-- - ay we have dispensed with several smaller models of parts. 

Suppose you had a 4 or 6 cylinder engine which you could hold in your hand—it would 
not give you near the detail information Dyke’s models give, because you could not see 
the inside operation as you do with the models—we then supply large charts which show the 
relation of the clutch and transmission to the engine. 
















































































































































































































































































































